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THE LAWSON HISTORY 
^THE AMERICA'S CVP 



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THE AMERICA'S CUP 

From a photograph, by corirUsy of Tiffany e^ Co. 



I- f'^«?^ 



L A W S O N 
H I S TO PoY 

OF THE 

AMERICA'S 
CVP 



AjRecord^ fyfty Years 
BY 

WINFIELD M THOMPSON 

AND 

THOMAS WLAWSON 




BOSTON MASSACHV5ETTS 
M C MI I 



I 




GVB29 



Copyright^ igo2 

By Thomas W. Lawson 

Boston 

7 N'02 



To SPORTSMEN — MANLY MEN, MEN OF GENTLE MIND 
AND SIMPLE HEART, BRAVE MEN, FAIR MEN ; TO MEN 
WHO SAY TO THE WEAK, "MAY I ? " — AND TO THE 
STRONG, "I WILL!"— TO MEN TO WHOM SHAM IS DISHONOR 
AND TRUTH A GUIDING STAR; TO MEN WHO LOOK UPON 
THE SEA, THE PLAIN, THE FOREST, THE MOUNTAINS, THE 
RISING AND THE SETTING SUN, AND THE IMMUTABLE 
HEAVENS, WITH A DEEP SENSE OF THEIR OWN LITTLENESS 
IN THE GREAT SCHEME OF THINGS — I DEDICATE THIS BOOK 

THOMAS W, LAWSON 



CONTENTS 



Introduction xiii 

Chapter Page 

I. England invites Comparison of Speed in Vessels, and 

THE America is built : 1850-1851 1 

II. The America wins a Royal Yacht SquADRON Cup, and 

" There is no second : " 1851 16 

III. The America is visited by Queen Victoria, and enters 

ON A VARIED Career : 1851 30 

IV. The America's Cup is established as an International 

Trophy, and defended : 1857— 1870 44 

V. A SECOND Challenge for the Cup results in a Series 

OF Races and a Wrangle : 1871 59 

VI. Canadians twice challenge for the Cup, and race 

WITH little Satisfaction : 1876-1881 .... 76 

VII. England sends a Cutter, which is defeated by an 

Eastern Yacht Club Vessel :1885 90 

VIII. Massachusetts again defends the Trophy against an 

English Cutter : 1886 107 

IX. Scotland sends a Challenger, and a third Boston 

Boat defends THE Cup : 1887 115 

X. The Trust Deed is altered, and Concessions are ex- 
acted by Dunraven : 1887-1893 128 

XI, Lord Dunraven's second Effort to m^n the Cup 

ends with a Cloud on the Sport : 1895 . . . . 153 

XII. Lord Dunraven makes Charges of Fraud, and a Hear- 
ing is held on them : 1895-1896 179 

XIII. Thomas J. Lipton, Merchant and Knight, challenges 

AND meets Defeat : 1898-1899 198 

XIV. Two Vessels are built for Cup Defence, but nei- 

ther OF them is chosen : 1901 216 

[vii] 



CONTENTS 

Chapter Page 

XV. Second Challenger of Sir Thomas Lipton is de- 
feated BY A former Cup Defender : 1901 . . 246 
XVI. Economic Conditions produce a vicious Class in 

American Yachting : 1870-1901 277 

XVII. Boston's Cup-defence Vessel, as Exponent of a 

Principle makes History : 1901 292 

XVIII. Data concerning Independence given in full for 

THE Benefit of Yachtsmen :1901 335 

Appendix 355 

Index 381 



[ viii ] 



ILLUSTRATIONS 

The America's Cup Frontispiece 

To FACE 

Page 

Queen Victoria on Board the America 1 

Contract (Letter) for building the America 4 

Maria, Sloop, outsailing the America 8 

Portrait of George Steers 12 

Portrait of Commodore John C. Stevens 14 

The America as she appeared August 22d, 1851 . . . . 17 

Sailplan of the America and of an English Schooner con- 
trasted 20 

Course of the Royal Yacht SquADRON around the Isle of 

Wight 24 

Victoria and Albert, Royal Yacht of 1851 29 

Cowes Roads, the Royal Yacht Squadron Castle, and 

Osborne House 32 

Brilliant and Pearl, English Yachts of 1851 . . . . 37 

Lines of the America 41 

SvERiGE, Swedish Schooner, and the America 42 

The America off Newport, 1901 44 

Lines of Cambria and Titania, Schooner ...... 49 

Cambria, Schooner, winning the Ocean Race of 1870 . . 50 

Cambria, Challenger, in the first Challenge Contest for 

THE America's Cup 53 

Magic, Winner of the first Challenge Contest for the 

America's Cup 56 

Livonia, Schooner, second Challenger for the America's 

Cup 60 

[ix] 



ILLUSTRATIONS 

To FACE 

Page 

Dauntless and Palmer, Schooners reserved for the Cup's 

Defence in 1871 65 

Columbia, Schooner, first Defender of the Cup in 1871 . 68 

Sappho, Schooner, second Defender of 1871, and Livonia, 

IN New York Bay 72 

Lines of Livonia and Sappho 75 

Countess of Dufferin, Schooner, Challenger for the Cup in 

1876 76 

Madeleine, Schooner, Defender of the Cup in 1876 . . . 78 

Madeleine and Countess of Dufferin in their first Race . 80 

Atalanta, Sloop, Challenger for the Cup in 1881 . . . 82 

Mischief, Sloop, Defender of the Cup in 1881 .... 84 

Pocahontas, Sloop, first Vessel built for Cup Defence . . 86 

Mischief and Atalanta in their first Race 88 

Portrait of George L. Schuyler 90 

Genesta, Cutter, Challenger for the Cup in 1885 . . . 92 

Galatea, Cutter, Challenger for the Cup in 1886 . . . 94 

Puritan, Sloop, Defender of the Cup in 1885 96 

Bedouin, Cutter, and Gracie, Sloop, Candidates for Cup- 
Defence Honors in 1885 98 

Lines of Puritan and Genesta . . 101 

The Puritan-Genesta Foul 103 

Puritan and Genesta in their last Race 104 

Mayflower, Sloop, Defender of the Cup in 1886. . . . 107 

Lines of Mayflower and Galatea 108 

Mayflower and Galatea in their first Race Ill 

Mayflower and Galatea in their final Race 112 

Thistle, Cutter, Challenger for the Cup in 1887 . . . 115 

Volunteer, Sloop, Defender of the Cup in 1887. . . . 116 

[xj 



ILLUSTRATIONS 

To FACE 

Page 

Priscilla, Sloop, and Atlantic, Sloop, built in 1885 and 

1886, respectively, as Candidates for Cup Defence . . 118 

Volunteer and Thistle on the Inside Course of the New 

York Yacht Club 121 

Volunteer and Thistle in their final Race 123 

Lines of Volunteer and Thistle 125 

Boston's three Cup Defenders, Puritan, Mayflower and 

Volunteer, in Schooner Rig 132 

Valkyrie IL, Cutter, Challenger for the Cup in 1893 . . 136 

Vigilant, Centre-board Cutter, Defender of the Cup in 

1893 138 

Three unsuccessful Candidates for Cup-Defence Honors in 

1893, Colonia, Jubilee and Pilgrim, Cutters . . . 140 

Lines of Atalanta, Challenger of 1881, and Valkyrie IL . 143 

Start of final Race between Vigilant and Valkyrie II. . 144 

Finish of final Race between Vigilant and Valkyrie IL . 148 

Valkyrie III., Cutter, Challenger for the Cup in 1895. . 153 

Defender, Cutter, which sailed in Defence of the Cup in 

1895 157 

Valkyrie III. and Jubilee in Dock 160 

Defender and Valkyrie III. in their first Race .... 165 

Five Seconds after the Foul of Defender by Valkyrie III. . 168 

Defender starts alone in final Race of 1895 Series . . . 172 

The Home of the New York Yacht Club . . . . . . 179 

Chart of Waters over which the America's Cup Races are 

sailed . . . i 180 

Shamrock L, Cutter, tenth Challenger for the America's 

Cup 200 

Columbia, Cutter, and Shamrock I. in their final Race . . 208 

Columbia near the Finish Line in final Race against Sham- 
rock 1 212 

[xi] 



ILLUSTRATIONS 

To FACE 

Page 

Independence in Massachusetts Bay 218 

Constitution, Cutter, Columbia and Independence off New- 
port 224 

A close Start off Newport, 1901 228 

Independence loses her Topmast ....231 

Independence sails through Columbia's Lee in a Start . . 233 

Shamrock 11. , Cutter, eleventh Challenger for the Amer- 
ica's Cup . 246 

Three Accidents : Columbia, Constitution and Shamrock II. 

dismasted 248 

Shamrock II. in Dock at EIrie Basin 253 

Shamrock II., a Photographic Study ........ 256 

Start and Finish of first Race between Columbia and Sham- 
rock II 261 

Finish of second Race between Columbia and Shamrock II. . 266 

Finish of final Race between Columbia and Shamrock II. . 269 

Columbia and Constitution hauled out after the 1901 

Season 272 

An Advertisement 288 

Independence as she appeared in her last Race 296 

Independence, a Photographic Study 316 

Independence, a Study in Color 329 

The End OF Independence 331 

Lines of Independence 335 

Sailplan and principal Hull Dimensions of Independence and 

Puritan contrasted 338 

Interior Construction of Independence 340 

Independence in Dock 342 



[xii] 



INTRODUCTION. 

THE America's cup — won at Cowes from an English 
fleet August 22d, 1851, by the schooner America, pre- 
sented as an international challenge trophy to the Ameri- 
can people in 1857, and ten times fruitlessly sailed for by 
foreign challengers before the close of the century which gave 
it birth as the world-conceded blue ribbon in yachting — in the 
yachting season of 1901 was made the subject of an international 
discussion such as never before had risen in its history ; a discus- 
sion touching not only the vital principles of international sport, but 
dealing with the very existence of the cup as the premier emblem 
of sea-supremacy between the world's two greatest maritime na- 
tions ; for the custodians of the cup, trustees whose responsibility 
had ever sat lightly upon them, then ruled that no ship belonging 
to any American other than a member of a certain yacht club — 
their own — would be permitted to defend the nation's trophy. 

My refusal, as owner of the American -built and American- 
manned yacht Independence, to recognize the right of the custodi- 
ans of the America's cup to compel me, or any American, to join 
any club in order to compete for the honor of defending an Amer- 
ican national trophy, led to this extraordinary ruling, which dazed 
the yachting world and at once brought into asking the ques- 
tion: "Has one of the great sports of America, yachting, been 
syndicated ? ' ' 

The discussion that ensued lasted for months. The press of 
two hemispheres questioned the fairness, not only of the ruling 
of the cup's custodians, but of the general conduct of recent 
America's cup contests. The "Independence episode" was 
hotly debated wherever newspapers were read. Americans of 
all classes were never before so deeply interested in a question of 
sporting ethics. Patriotism was aroused, for the people of the 
country felt the nation's honor was involved, and from my pecu- 
liar position, as owner of Independence, I found myself in the 
storm-centre of these debates. 

The issue resolved itself into the contention on the one hand, 
supported by practically the entire press and people of the coun- 
try, that the America's cup, as the nation's trophy, should be 
free for any American to defend, could he produce a vessel worthy 
of the honor ; and on the other hand into the dogged iteration of 
the custodians of the cup that no American other than a member 
of their own club could defend the cup. 

That such a controversy was possible in the history of so noble 
a trophy as the America's cup showed something was rotten in 
Denmark, and before the season of 1901 was half over the world 
saw what that something was : the cup had ceased, in effect, to be a 

[ xiii ] 



INTRODUCTION 

national trophy, and was held as a club prize, to be raced for only 
under such conditions as the club holding it saw fit to lay down. 

Evidence was not wanting to prove this condition of affairs. 
As owner of an American vessel denied an opportunity to race for 
the defence of an American national emblem of sea-supremacy, I 
received not only thousands of letters endorsing my stand in the 
controversy — letters representing men in all walks of life, in and 
out of sports, from prominent yacht club members of America and 
Europe (including many members of the New York Yacht Club) , 
to patriotic citizens of the interior states, who while admitting they 
had never seen salt water, were eager to show they boiled with 
enthusiasm for the protection of the good name of American 
sports — as well as many others from owners, officers and build- 
ers of former cup-defence vessels ; from various yachtsmen, 
American and foreign, connected at different times with cup 
matches ; and from professional yachting writers possessed of 
much of the unwritten history of the cup, — all of which showed 
me that the ' ' Independence episode ' ' was by no means the result 
of fortuitous circumstances, but the logical outcome of a system 
which had debased the sport of racing for the blue ribbon of the 
seas from its former level of true sportsmanship to that of a social- 
business game played by a few persons for their own ends. 

So much was demonstrated by the "Independence episode," 
by which an epoch was marked in the history of the America's 
cup ; and so important did the revelation appear to me that I 
resolved to collect and collate, not only the facts and fancies that 
were coming to me regarding the various phases of the incident 
in which I figured, but all other data obtainable about the cup, its 
inception as a trophy, its known history, and the unwritten annals 
of its defence, in order that its modern status might in my own 
mind be given a proper relation to the events of its past. 

The execution of this purpose led me to the question, "Will 
the publication of a history of the America's cup, showing the 
conditions which have shaped and are shaping its destiny, make 
for the betterment of American sports ? ' ' My answer was a res- 
olution to publish such a history, to constitute a record for all 
time, and give the yachtsman and student of to-day, and of the 
future — (this book is published solely for private distribution to 
yachtsmen and the libraries of America and Europe) — not only 
the information which had come to me almost wholly because of 
my ownership of Independence and the stand I had been forced to 
take in connection with such ownership, but as complete a tran- 
scription as could be made of the story of the cup. 

As one who had spent his life in the birthplace of American 
yachting, and carried its welfare close to his heart, the task 
seemed an important duty. 

[xiv] 



INTRODUCTION 

I recognized the vital importance of making my history carry 
proof beyond peradventure that it was a history, — a fair presenta- 
tion of what had been, — that it was free from those sins of omis- 
sion and commission that might, perhaps pardonably, be looked 
for in a book having for its top, sides and bottom a subject around 
which has surged white-heat controversy, and which was created 
by one of the parties to that controversy. I saw the vital impor- 
tance not only of making the book a fair history, but of imprinting 
it with proof positive of its fairness. Therefore I laid it out, as 
will be seen in the following pages, first, as a continuous photo- 
graph of events from the first day of the America's cup to the last 
day of the first year of its second half-century ; secondly, with the 
interpolation of vivid word-pictures from the pens of writers of the 
times in which those events occurred ; thirdly, with authentic 
illustrations from original drawings and paintings such as no other 
' ' history ' ' of the cup contained ; the whole to be spliced together 
and made history, by whom ? Bearing in mind that however fair 
and free from bias my treatment of the past of the America's cup 
might be, my critics would have ammunition with which to attack 
my book were it entirely the work of one of the parties to the con- 
troversy mentioned, I decided to confine myself personally to that 
period in the cup's history with which I was directly connected, 
and to a description of the various conditions which at different 
periods surrounded it, conditions which made possible the men and 
circumstances controlling the cup from its creation to the end of 
the " Independence episode " ; and to place the compilation of the 
chronological history of the cup in the hands of another. 

For this task I selected a writer, my collaborator, Mr. Win- 
field M. Thompson, the product of whose pen in yachting and 
other fields of literature was a guarantee not only of graceful 
thoroughness, but of a conscientious adherence to facts and all 
men's rights. To Mr. Thompson I said: "Write the history 
of the America's cup, and while writing it forget my personal 
interest in the book — forget that the same covers which contain 
your work will hold mine. I do not want to know what you write 
until it is printed, and I will not confuse you in your work by 
allowing you to read my part until both are printed." 

With what fairness each has performed his task the reader 
may in a measure judge ; but as time alone can give a proper per- 
spective to events, it will be for the historian of the second fifty 
years of the America's cup to say whether or not the Lawson 
History of The America's Cup made for the betterment of 
American sports 

THOMAS W. LAWSON. 



[xv] 




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THE LAWSON HISTORY 
of THE AMERICA'S CVP 



ENGLAND INVITES COMPARISON OF 
SPEED IN VES SELS, AND THE AMERICA 
IS BUILT: 1850-1851. CHAPTER I. 

JNGLAND was holiday making in the year of grace 
1851, and of the reign of Victoria the fourteenth, 
on the occasion of a great industrial exhibition held 
at London, to which the nations of the earth were 
invited to send examples of their arts and crafts 
for comparison with her own. In keeping with 
the spirit of this period of national activity and 
vainglory, Britons of means and leisure indulged 
with more than their usual enthusiasm in various 
sports, in which they sought to excel all foreigners who by their 
invitation competed with them. As befitted a people whose su- 
premacy on the seas had been long undisputed, an important part 
of the season's program of sport was contests of speed between 
pleasure vessels, open to all comers. To enter in whatever compe- 
tition might be vouchsafed her in these contests, the United States 
of America sent a champion schooner, named for the country from 
which she hailed. The entry of this champion at first gave her 
opponents no concern, but the fruits of her visit to Britain remain 
when the exhibition and its results, except this, are forgotten. 
With her the traditions of centuries ended, for she sailed with 
ease away from the fastest English craft put against her, and 
showed the old world that the art of building fast vessels had its 
home in the West. 

Half a century has proved too short a time for England to recover 
the trophy the America snatched from her self-satisfied yachtsmen 
with so little effort. Her cleverest designers have built ships in 
which her pluckiest sportsmen have come over-seas, one after 
another, to regain it, only to go back empty-handed. Millions 
have been spent in these attempts, and other millions in defence, 
while a simple silver cup, valued originally at $500, has come to 
represent the supremacy of the seas. 

When the trophy now known as the America's cup, won by 
that vessel from the Royal Yacht Squadron August 22d, 1851, was 
brought to this country, yachting in the United States was in its 
infancy. Men rich enough to follow the sport were few, and the 
national life had not reached a point where time and money could 

[1] 



[X850-X8SX] THE LAWSON HISTORY 



be spared for pleasure sailing. The temple of the nation's indus- 
trial greatness was being built. The country already was hearing 
the mutterings that forewarned it of the approaching storm of civil 
war. The great West was unconquered, and the South was 
hastening toward the end of the old regime. The people were 
too busy and too much absorbed in the development of their for- 
tunes and those of their country to care for the sport of racing 
boats , 

It remained for merchants in the large ports, whose business was 
with shipping and the sea, to find means and leisure for yachting. 
At various places on the coast, from Virginia to Massachusetts, 
small pleasure craft had been owned from the days of the Colonies. 
Few if any attempts had been made, however, to form sailing clubs 
at any Atlantic port until 1835, when a few Boston merchants formed 
a club for fishing and pleasure sailing which they called the Boston 
Yacht Club. It had no fleet, and lived but two years. The name 
is now borne by its successor. 

In the year the America was sent abroad to try conclusions with 
the formidable pleasure fleets of England, the New York Yacht Club* 
was the only yacht club in America. It was then seven years old, and 



* The New York Yacht Club was formed July 
30th, 1844, at five o'clock in the afternoon, in the 
cabin of John C. Stevens' 25-ton schooner yacht 
Gimrack, while she lay at anchor off the Battery. 
Nine yacht owners were present, their fleet being 
schooners and sloops of 25 tons and less, in which 
they sailed about New York Bay and Long Island 
Sound. These nine formed the club. They were : 
John C. Stevens, Hamilton Wilkes, William Edgar, 
John C. Jay, George L. Schuyler, James M. Water- 
bury, Louis A. Depau, George E. Rollins and James 
Rogers. John C. Stevens was unanimously named 
as commodore. The first squadron run of the club 
began the next day. It was to Newport, where the 
club members fell in with Capt. R. B. Forbes, of 
Boston, cruising on the chartered pilot-boat Belle, 
and Col. W. P. Winchester, of Boston, cruising on 
his schooner Northern Light. Capt. Forbes, Col. 
Winchester and David Sears were the first three 
Bostonians to join the club. The first stated meet- 
ing of the New York Yacht Club was held at 
Windhorst's coffee house on Park Row, March 
17th, 1845, when these officers were elected: John 
C. Stevens, Commodore j Hamilton Wilkes, Vice 
Commodore ; John C. Jay, Recording Secretary ; 
George B. Rollins, Corresponding Secretary; Wil- 
liam Edgar, Treasurer. On July 15th, 1845, the 
club began the occupancy of its first house, a modest 
structure built on Commodore Stevens' grounds, on 
the level shore above Castle Point in Hoboken 
known as the Elysian Fields. 

Commodore Stevens was the foremost patron of 
the club, and its most progressive member through- 
out his life. He served as commodore of the club 
until 1854, and was succeeded by William Edgar, 
who served through 1 855-1858, and he by Edwin 
A. Stevens, who held the office from i858tol865. 
Feb. ;6th, 1865, the club was incorporated, "for 



[2] 



the purpose of encouraging yacht building and naval 
architecture, and the cultivation of naval science." 
In June, 1868, it removed from the house in Ho- 
boken to one at Clifton, Staten Island. In 1871 it 
took rooms in the city, on the second floor of a 
house at Madison Avenue and Twenty-Seventh 
Street, it having become something of a social organ- 
ization. In 1876-7 the club was in financial straits, 
and at a meeting held Feb. i6th, 1877, it was voted, 
seven to two, to give up the Staten Island house and 
city quarters, store the models and other property, and 
wait for better times. Wealthy members saved the 
club from this step, though the Staten Island house 
was given up. In May, 1884, the club removed to 
a house at 27 Madison Avenue, where it remained 
until Jan. l8th, 1901, when it removed to its present 
palatial home, 37-41 West Forty-fourth Street near 
Fifth Avenue. The land on which the club-house 
stands was given the club by Ex-Commodore J. 
Pierpont Morgan. The house cost ^350,000 with- 
out its furnishings, and is the finest yacht-club house 
in the world. The club has stations of call for the 
use of its members, at points in New York waters, 
and on Long Island Sound. In 1 846 its member- 
ship was 122, and the number of vessels enrolled 
under its flag was 12. Its membership in 1901 was 
1734, and 474 vessels flew its flag, the fleet compris- 
ing 84 schooners, 10 schooners with auxiliary motors, 
120 single-masted vessels and yawls, six single-masted 
vessels with motors, 229 steamers, and 25 launches. 
In 1902 1928 members were enrolled and 468 
vessels. The officers for 1902 were : Lewis Cass 
Ledyard, Commodore ; Frederick G. Bourne, Vice 
Commodore ; C. L. F. Robinson, Rear Commodore ; 
G. A. Cormack, Secretary, (^-vice J. V. S. Oddie, 
deceased Jan. i6th, 1902); Tarrant Putnam, Treas- 
urer ; John Hyslop, measurer ; J. McG. Wood- 
bury, M. D., fleet surgeon. 



^THE AMERICA'S CVP [i^so-issi] 

John C* and Edwin A. Stevens, those sterling brothers who have 
been given a niche in the sportsmen's temple of fame as the founders 
of American yachting, and George L. Schuyler, were its sponsors. 

America then led the world with her clipper ships and coastwise 
vessels, while the New York pilot-boats, trim, weatherly little 
schooners that could sail fast and far through any sort of blow, at- 
tracted the attention of every captain who came on the coast. 

The fastest of these vessels were designed by George Steers, 
a genius destined to leave a stronger imprint on America shipping 
than any other man of his time. The yard in which he turned out 
his famous pilot-boats was in Williamsburgh, across the East River 
from lower New York city, and now a part of the city itself. The 
year 1850 found George Steers, then thirty years old, pre-eminent 
among designers of small vessels in the United States, while in 
New York seafaring men believed nothing afloat of their inches could 
distance his pilot-boats. In the course of business vicissitudes it 
happened that George Steers in that year was employed in the yard 
of William H. Brown, New York's leading shipbuilder, as foreman 
of the mold loft, work in his own yard across the river being for the 
time suspended. Mr. Brown, whose yard was at the foot of 12th 
street. East River, was a builder of ships and steamers, being asso- 
ciated in various ventures with New York's leading business men. 
George Steers had never designed such large vessels as Mr, Brown 
built in his yard, but he had not long been employed there before a 
plan was arranged which would permit him to exercise his talent 
by designing a schooner to outdo any he had turned out before. It 
seems that Steers was not only to design the vessel, but have charge 
of her construction as well, while Mr. Brown was to supply the 
means for building her, and attend to the business of selling her. 
The execution of this plan resulted in the production of the yacht 
America, as hereinafter appears. 

The creation of the America was the result of a most happy 
combination of favorable circumstances. The idea of building 

* John C. Stevens, first commodore of the than in yachting. He introduced cricket into this 
New York Yacht Club, was the son of Col. John country, and had a base-ball diamond on his grounds 
Stevens, a contemporary of Fulton and Livingston, where any club was free to play. He was also a 
and like them a pioneer in the application of steam gentleman farmer, having a fine place in Dutchess 
to the propulsion of vessels, he being the inventor County, New York. He was educated at Colum- 
of the steam screw-propeller. John C. Stevens had bia College, and married Miss Maria Livingston, a 
three brothers, James, Robert L. and Edwin A. , all famous New York belle, who presided over his 
three of whom, like himself, were deeply interested household with distinguished grace. They spent a 
in invention and the development of steam naviga- serenely happy married life of thirty years together, 
tion. With his brother Robert, John C. Stevens but left no children to inherit their fortune. Mrs. 
started the first day-line of steamers between New Stevens died in 1855, and Commodore Stevens on 
York and Albany, in 1827, and throughout his life June loth, 1857, at the age of 72, of enlargement 
he was interested in building various kinds of steam of the heart, at the homestead of his father. The 
craft, from ferry boats for the Hudson to floating Castle, in Hoboken, on the banks of the Hudson, 
batteries, at the Stevens yards in Hoboken. Com- opposite the city of New York. He was sincerely 
modore Stevens was a liberal patron of art, and was mourned as a gentleman and sportsman of the high- 
no less active in amateur field sports, and the turf, est honor and widest sympathies. 

[3] 



[,850x85.] THE LAWSON HISTORY 

such a yacht was the result of correspondence that took place in 
the autumn of 1850 between an English merchant and some New 
York business men regarding the forthcoming exhibition at London, 
the Englishman suggesting that one of the famous New York pilot- 
boats be sent over in the summer of 1851 to sail against the fast 
schooners of England in the regattas that were to be a feature of 
the exhibition celebration. The epistle containing this suggestion 
was shown to George L. Schuyler and John C. Stevens, then the 
foremost sportsmen in New York. This timely suggestion found 
these gentlemen prepared to go beyond the letter of the proposi- 
tion, for they had the man at hand in George Steers, young, 
talented, and burning with the fire of ambition and the purpose 
that knows no such word as fail, ready to create for them a vessel 
that should be finer and faster than any pilot-boat, and in every 
sense a national champion. 

The project took shape logically, from one tentative step to 
another, as most great projects do, informal talks on the subject 
leading to a written proposal, signed by Mr. Brown, to build a 
vessel that should be faster than any craft of her size afloat. 
Although the name of George Steers did not appear in this pro- 
posal there could have been no doubt of the part he was to play in 
the creation of the vessel, for he was the only designer in the 
United States who could put forth such confident assurances for a 
schooner as those made to the men interested in building the 
America. His ambition was well known, and his ability in yacht 
designing had already been demonstrated in the fast centreboard 
sloop Una,* 46 tons, long champion of her class, which he de- 
signed and built in 1847 for James M. Waterbury, one of the 
original members of the New York Yacht Club. George Steers f 
was personally well known to members of the club, and especially 
to the Stevens brothers, with whom he had been associated in 
business pertaining to yacht building and repairs. 

* Una was a radical departure from the style of York, where he built the first government dry- 
design for sloops then prevailing, and was a proto- doclc. He also constructed a semaphore telegraph 
type of the kind of boat made famous forty years system between Sandy Hook and New York, 
after her by the cup defenders Puritan and May- George Steers grew up in the atmosphere of a ship- 
flower. She was 65 feet water-line, 17.8 feet beam, yard, and learned his father's trade, as did also three 
6.3 feet depth, and 6.5 draft. She was able as of his brothers, James R., Henry T. and Philip, 
well as fast, and once made the run from New In 1839, when 16 years old, George Steers de- 
York to Boston in thirty-two hours. She lasted a signed and built his first boat, the Martin Van 
good half-century, her last days being passed on the Buren, 17 feet long, with which he attracted the 
lakes, as a schooner. attention of New York sportsmen by defeating the 

f The talent of George Steers as a designer may champion Gladiator three miles in twenty-four, for 

be said to have been inherited, for his father was a a prize offered by John C. Stevens. In 1 841 he 

shipwright of ability and resource. He was a native built a rowboat 30 feet long that weighed but 140 

of Devonshire, England, and learned his trade at pounds, and with its crew aboard drew but four 

the Royal dockyard at Devonport, coming to this inches of water. Racing with rowboats was then 

country in 1 8 19, and securing employment at the in favor in New York, and this boat was named for 

Washington navy yard. George, one of thirteen John C. Stevens, who was a leading patron of the 

children, was born in Washington in 1820. In 1827 sport. In 1 845 George Steers entered into business 

the elder Steers removed with his family to New with a partner, under the firm name of Hathorne 

[4] 



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^THE AMERICA'S CVP ['«so-«8si] 

Publication of some of the correspondence which passed in the 
business of building the America led, a few years ago, to con- 
fusion in the minds of many who read it as to how much credit 
George Steers should be given for building the vessel. While 
Willianl H. Brown unquestionably supplied the capital to build 
her, and nominally stood as builder of the vessel, there can be no 
doubt she was the creation of George Steers' brain and hand. It 
is to be noted that full credit for building her was given George 
Steers by the vessel's owners, in a line engraved on the cup 
which bears her name, descriptive of the vessel, containing the 
words : " Built by George Steers of New York, 1851." 

The correspondence relating to the building and delivery of 
the America is here published in connected form for the first time. 
It begins with a formal proposal to build the vessel, as follows : 

New York, Nov. 15th, 1850. 
George L. Schuyler, Esq. 

Dear Sir, — I propose to build for you a yacht of not less 
than 140 tons custom-house measurement on the following 
terms : — 

The yacht to be built in the best manner, coppered, rigged, 
equipped with joiner's work, cabin and kitchen furniture, 
table furniture, water closets, etc., etc., ready for sea — you 
are to designate the plan of the interior of the vessel and select 
the furniture. 

The model, plan and rig of the vessel to be entirely at 
my discretion, it being understood however that she is to be a 
strong seagoing vessel, and rigged for ocean sailing. 

For the vessel complete and ready for sea you are to pay 
me $30,000 upon the following conditions : — 

When the vessel is ready, she is to be placed at the dis- 
posal of Hamilton Wilkes, Esq., as umpire, who, after making 
such trials as are satisfactory to him for the space of 20 days, 
shall decide whether or not she is faster than any vessel in the 
United States brought to compete with her. 

The expense of these trials to be borne by you. 

If it is decided by the umpire that she is not faster than 

& Steers, their yard being in Williamsburgh. Here that George Steers designed and built the America 

he designed and built the pilot-boat Mary Taylor at the at the yard of William H. Brown in New York, 

beginning of his business career,the principle of her Shortly after the building of the America George 

design being that which he afterward employed in Steers formed a partnership with his brother James, 

every craft he laid down — " that for a vessel to under the firm name of J. R. & G. Steers. They 

sail easily, steadily and rapidly, the displacement revived building at the Williamsburgh yard, and 

of water must be nearly uniform along her lines." turned out several famous vessels, including the 

The Mary Taylor was followed by several other fast U. S. frigate Niagara. George Steers was cut off 

craft. The firm of Hathorne & Steers was dis- at the height of his career, dying in September, 

solved in 1849, and it was while waiting a proper 1856, at the age of 36 years, from injuries received 

opportunity to engage again in business for himself by being thrown from a carriage while driving. 

[5] 



[.850-1850 THE LAWSON HISTORY 

every vessel brought against her, it shall not be binding upon 
you to accept and pay for her at all. 

In addition to this, if the umpire decides that she is 
faster than any vessel in the United States, you are to have 
the right, instead of accepting her at that time, to send her 
to England, match her against anything of her size built 
there, and if beaten still to reject her altogether. 

The expense of the voyage out and home to be borne by 
you. 

The test of speed in England to be decided by any mode 
acceptable to you and consented to by you in writing. 
Respectfully yours, 

W. H. Brown. 

This letter was composed and written by Mr. Schuyler, 
showing that the details of the plan to build the vessel carne in 
completed form from himself and his associates, who had thoroughly 
discussed them before preparing the agreement for Mr. Brown 
to sign. The building of the vessel was in every sense an indi- 
vidual enterprise, and in no way a club venture. Those agreeing 
to take shares in her were George L. Schuyler, John C. and 
Edwin A. Stevens, Col. James A. Hamilton, J. Beekman Finlay, 
and Hamilton Wilkes. Mr. Schuyler was the active representa- 
tive of the associates in their dealings with Mr. Brown, chiefly 
because he was in closer touch than the others with the builder in 
business matters, he being engaged in shipping. 

Mr. Brown's proposal was accepted on the day it was written, 
the acceptance being written by Mr. Schuyler, undoubtedly at 
the same sitting as the original proposal, and being as follows : 

W. H. Brown, EsqR. 

Dear Sir, — Your proposal to build for me a yacht of not 
less than 140 tons, custom-house measurement, for $30,000, 
payable on certain conditions detailed in your letter of the 
15th inst., has been submitted by me to some of my friends 
interested in the subject. 

The price is high, but in consideration of the liberal and 
sportsmanlike character of the whole offer, test of speed, etc., 
we have concluded that such a proposal must not be declined. 

I therefore accept the proposal, and you will please go 
ahead without loss of time. I only stipulate as a condition on 
my part that the yacht must be ready for trial on the first 
day of April next. 

Very truly yours, 

George L. Schuyler. 
New York, Nov. 15th, 1850. 

[6] 



of THE AMERICA'S CVP [.850-1851] 

Work on the America did not progress as rapidly as the 
owners and builders had hoped it would, and the vessel was not 
ready for trial, or even for launching, on the day set in the agree- 
ment for her delivery, April 1st. Mr. Brown therefore requested 
an extension of the contract. On April 2d Mr. Schuyler wrote 
Mr. Brown the following letter : 

W. H. Brown, EsqR. 

Dear Sir, — I have this morning laid before the gentlemen 
associated with me your proposal to renew the contract between 
us for building a yacht, the time for delivery to be fixed on 
the 1st of May next. 

The delay has been one of more consequence to the con- 
venience of some of these gentlemen than I had supposed. 
One of them is obliged to sail for Europe on the first of May, 
and consequently will lose all the trials, and another who is 
ready to sail at that time is obliged to change all his plans. 

I propose to continue the contract between us, which ex- 
pired April 1st, to May 1st, 1851, as the time for the delivery 
of the vessel, all other conditions to remain as before, providing 
you consent to the following alterations in your letter of Nov. 
15th, 1850: 

On the first page, after the words, "The expense of 
these trials to be borne by you," you agree to insert the words, 
" The vessel to be at my risk as regards loss, or damage 
from any source." The last clause of your letter to read as 
follows : " In addition to this, if the umpire decides that she is 
faster than any vessel in the United States, you are to have 
the right, instead of accepting her at that time, to send her 
to England, match her against anything built there, which 
in your judgment gives her a fair chance in a trial of speed, 
and, if beaten, reject her altogether ; the expense of the voyage 
out and home to be borne by you, and the vessel to be at your 
risk. The test of speed in England above referred to shall 
be decided by the result of any one or more trials acceptable 
to you, and to which you, or some person authorized by you, 
shall have consented in writing." 

Please answer immediately whether you accept these 
changes, and if you do, go ahead without loss of time. 

Yours truly, 

George L. Schuyler. 
New York, April 2d, 1851. 

Mr. Brown accepted the amended conditions, but was unable 
to deliver the vessel at the stipulated time, though she was 
launched on the 3d of May. 

[7] 



[:85o-.85r] THE LAWSON HISTORY 

Mr. Schuyler on the 24th of May made a proposal to buy the 
vessel outright, for two thirds the original price, writing Mr. 
Brown as follows : 

W. H. Brown, EsqR. 

Dear Sir, — So much more time has elapsed than was 
anticipated by you in completing the yacht America that I 
fear, if delayed much longer by further trials, the proper 
season for sending her to England will have passed. The 
gentlemen interested with me in the contract I have with you 
have consented that I should make an offer for the vessel as 
she is, releasing her from further trials and despatching her 
forthwith. I will give you $20,000 in cash for the yacht, 
finished as per contract, equipped and ready for sea, to be 
delivered to me on or before the second day of June next. 
All expenses of trials, etc., heretofore incurred by you to be 
paid by you. 

Yours truly, 

George L. Schuyler. 
New York, May 24th, 1851. 

The trials of the America, referred to in the correspondence 
here given, were against the Maria,* Commodore Stevens' fast 
sloop, which, in smooth water in the neighborhood of Sandy Hook, 
easily outsailed the new schooner. This did not discourage the 
owners of the America, as she outsailed all other craft quite as 
easily as the Maria outsailed her, while the Maria was good only in 
smooth water, and the test with her therefore was not conclusive. 

The sportsmanship of the owners of the America was such as 
to rise superior to any discouragement caused by delays in prepa- 
ration, or apparent lack of the degree of speed they had expected 
in her. They were sending her abroad without any definite 

* The Maria was described as being " the fastest had a full, round bow, though with a shallow and 
yacht afloat." She was about 18 feet longer on easy entrance, in eflTect not unlilce the '•scow" 
the water-line than the cup racers of the present bow of racers of to-day, her draft at the cutwater 
day, and held the record throughout her career, and being only 8 inches. Her original lines are said to 
for many years after its close, as the largest single- have been suggested by those of the North River 
stick vessel ever built. In equipment she repre- sloop Eliza Ann, which, though not a yacht, 
sented ideas far in advance of the period in which showed great speed for those days. When launched 
she flourished, having, among other innovations of the Maria was 9a feet long on deck. In 1850 
equipment, hollow spars, outside lead ballast, and she was lengthened by the addition of 1 8 feet to her 
crosscut sails. The Maria was designed in 1844 bow, which made it long and sharp. Her dimen- 
by Robert Livingston Stevens, working in con- sions were then ; Length on deck no feet, water- 
junction with his brothers John C. and Edwin A., line 107.9, beam 26 feet 6 inches, depth 8 feet 
for whom the vessel was built by William Capes in 4 inches, greatest draft 5 feet 2 inches. Her 
his yard in Hoboken. She was launched in 1845, centre-board, 24 feet long, with a draft of 20 feet, 
and began her racing career Oct. 6th, 1846, in the was heavily weighted, and was raised by the aid of 
first amateur, or Corinthian, regatta of the New strong spiral springs from which one end was sus- 
York Vacht Club, beating the fleet by an hour over pended. Her outside lead ballast was fixed to the 
a 40-mile course from the club-house in Hoboken, hull in strips, and covered with copper sheathing, 
up the Hudson to Fort Washington, and down to the The Maria was heavily sparred, her mast being 92 
Narrows and back. As originally built the Maria feet long, and 2 feet 8 inches diameter at the 



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^THE AMERICA'S CVP [«8so-.8si] 

engagements, for no races were arranged for her before her 
departure from this side of the ocean. She was merely to go 
for such glory and trophies as it might be reasonably expected 
she would find in England during the World's Fair season. 

That a hospitable reception would be granted the Yankee craft 
and crew there was no question, for in March Commodore Stevens 
had received the following letter from the Earl of Wilton, Com- 
modore of the Royal Yacht Squadron : 

7 Grosvenor SquARE, London, 
Feb. 22nd, 1851. 
Sir, — Understanding from Sir H, Bulwer that a few of 
the members of the New York Yacht Club are building a 
schooner which it is their intention to bring over to England 
this summer, I have taken the liberty of writing to you in 
your capacity of Commodore, to request you to convey to those 
members, and any friends that may accompany them on board 
the yacht, an invitation on the part of myself and the mem- 
bers of the Royal Yacht Squadron to become visitors of the 
Club House at Cowes during their stay in England. 

For myself, I may be permitted to say that I shall have 
great pleasure in extending to your countrymen any civility 
that lies in my power, and shall be very glad to avail myself 
of any improvements in shipbuilding that the industry and 
skill of your nation have enabled you to elaborate. I remain, 
Sir, Your obdt servt., 

Wilton, 
Commodore of the Royal Yacht Squadron. 

deck. For the first ao feet it was bored out to a Commodore Stevens delighted to sail the great 
diameter of 12 inches, in the next 20 feet to 10 sloop, and was a familar figure to frequenters of New 
inches, and the rest of the way to 7 inches. Her York Bay, standing at her helm, his broad-brimmed 
mainboom was 95 feet long and hollow, being made hat flapping in the wind, and his face alight with 
of white oak staves, dowelled and hooped with iron, animation as he watched his vessel bowl along, pass- 
strengthened with inside trusses, and outside rods ing even steamers who tried conclusions with her. 
and struts, and nearly nine feet in circumference The commodore was fond of entertaining his friends 
in its thickest part. Her gaflp was 61 feet long, on the Maria, whose pennant, he proudly boasted, 
and bowsprit 38 feet outboard, entering the hull "flew 150 feet above the waves," — and he often 
below decks. The area of her mainsail was 5790 took half a hundred at a time down the bay for a 
square feet, and of her jib 2100 square feet, making sail, serving them with a frugal spread of fish chow- 
a total working sail-spread of 7890 square feet, der, cooked in her galley, and washed down with 
She had a small working- topsail, but it was rarely something cheering. The Maria is said to have 
set. On her mainsheet traveller was a rubber com- cost the Stevens brothers in all about ^100,000. 
pressor to take up strain, the first one used on a She was frequently altered and improved, and always 
yacht. She steered with a 12-foot tiller, and to represented advanced ideas. Owing to the size 
prevent her from yawing when off the wind she had of her sail-spread she was dismasted several times, 
a small centre-board aft. The Maria rarely met She was finally rigged as a schooner, and in the 
defeat, and it was claimed for her that in smooth 6o's was sold, and renamed Maud. She then en- 
water with a strong breeze she sometimes logged gaged in the fruit trade between New York and 
" nearly 17 knots," which may have been rather a Honduras ports, and in October 1870, when bound 
strong claim. In the trials with the America she for New York with a cargo of cocoanuts, she was 
is said to have sailed completely around the schooner lost at sea, with all hands. The Maria affords an 
three times in a short distance. She was essentially interesting basis for comparative study of the progress 
a smooth-water boat, and in heavy weather was no made in racing sloops. Her memory should ever 
match for the America or any other smart schooner, be kept green by American yachtsmen. 



[9] 



[.850-.8S.] THE LAWSON HISTORY 

To this letter Commodore Stevens replied as follows : 

New York, March 26th, 1851. 

My Lord, — I regret that an accident prevented the re- 
ception of your letter until after the packet of the 12th had 
sailed. I take the earliest opportunity offered to convey to 
the gentlemen of the Royal Yacht Squadron, and to yourself, 
the expression of our warmest thanks for your invitation to 
visit the Club House at Cowes. Some four or five friends 
and myself have a yacht on the stocks which we hope to 
launch in the course of two or three weeks. Should she 
answer the sanguine expectations of her builder and fulfil the 
stipulations he has made, we propose to avail ourselves of 
your friendly bidding and take with a good grace the sound 
thrashing we are likely to get by venturing our longshore 
craft on your rough waters. I fear the energy and experi- 
ence of your persevering yachtsmen will prove an overmatch 
for the industry and skill of their aspiring competitors. 
Should the schooner fail to meet the expectations of her 
builder, not the least of our regrets will be to have lost 
the opportunity of personally thanking the gentlemen of the 
Royal Yacht Squadron and yourself for your considerate 
kindness. 

With the hope that we may have the pleasure of recipro- 
cating a favor so frankly bestowed, I remain your lordship's 
most obedient servant, 

John C. Stevens, 
Commodore New York Yacht Club. 

Much interest was manifested by New York merchants and 
seamen in the America, which was the finest schooner they had 
ever seen. The following description of the vessel appeared in 
the Spirit of the Times shortly before her departure for England : 

" She is 95 feet from stem to stern, 80 feet keel, 23 feet 
amidships, and her measurement is 180 tons [correctly 170^%5 
tons]. She draws 11 feet of water in sailing trim. Her spars 
are respectively 19% and 81 feet long, with 2%\h.. inches rake 
to the foot ; her main-gaff is 26 feet long, her main-boom 58 feet. 
She carries a lug foresail, with fore-gaff 24 feet long ; length of 
bowsprit 32 feet. Her frame is composed of five different species 
of wood, namely, white oak, locust wood, cedar, chestnut, and 
hackmatack, and is supported by diagonal iron braces equal dis- 
tant from each other four feet. From stem to amidships the 
curve [of shear] is scarcely perceptible, her gunwales being 
nearly straight lines, and forming with each other an angle of 
about 25 degrees. The cutwater is a prolongation of the vessel 

[10] 



of THE AMERICA'S CVP ['^so-issi] 

herself, there being no addition of false wood as is usual in most 
of the sharpest-bowed craft of similar description. 

' ' Her sides are planked with white oak three inches thick ; 
the deck with yellow pine 2^ inches thick ; three streaks of the 
clamps are of yellow pine three inches thick ; the deck beams are 
also of yellow pine ; all the combings are of the finest description 
of mahogany ; the rails, which are composed of white oak, are 14 
inches high, 6 inches wide, and 3 inches thick. She is copper- 
fastened throughout, and copper-sheathed from keel to 6 inches 
above the water line, making 11 feet and a half in all. Her sides 
are painted of a uniform lead color, and her inside pure white. 
There is an open gangway extending the whole length from the 
extreme points of the after and fore cabins. 

" The fore cabin is a spacious and elegantly fitted up apart- 
ment, 21 feet by 18 feet clear, on each side of which are six neat 
lockers and china rooms ; it contains six commodious berths. 
Adjoining the cabin are two large staterooms, each 8 feet square, 
with wardrobes and water-closets attached ; between them and 
the fore cabin there are two other staterooms, joining which are 
a wash-room and pantry, each 8 feet. The fore cabin is venti- 
lated by a circular skylight about 12 feet in circumference, and it 
contains fifteen berths. Directly under the cockpit, which is 30 
feet in circumference, and which forms the entrance to the after 
cabin, there is a tastefully fitted up bathroom on the starboard 
side, and on the larboard side a large clothes-room. Farther aft 
under the cockpit is the sail-room. 

" She has a plain raking stern adorned with a large gilt eagle 
resting upon two folded white banners, garnished with beautiful 
flowers of a green color." 

An English description of the America stated that ' ' Her saloons 
are finished in carved rosewood, polished rosewood, polished 
American walnut, and green silk velvet." 

Racing sails were made for the America by R. H. Wilson of 
New York. Her three lower sails had a spread of 5263 feet. A 
draft of her sail plan, from the original of the sail-maker, is presented 
here. 

The America was fitted for her voyage across the Atlantic 
with sails belonging to the pilot-boat Mary Taylor. She carried 
forty-five tons of ballast, her racing canvas and gear were stowed 
in her hold, she was well provisioned, and, according to the cus- 
toms of the times she carried a stock of liquor for regular con- 
sumption, and with which to drink the healths of victors and 
vanquished on the other side.* On the 17th of June the America's 

* The late W. T. Porter, for many years editor in connection with the America's voyage to Eng- 
of the Spirit of the Times, and a friend of Commodore land : 
Stevens, is the author of the following anecdote *' Before the America sailed Mr. Steven* placed 

[11] 



[X8SO-I8S.] THE LAWSON HISTORY 

certificate of registry was issued at the New York custom-house. 
It was as follows : 

"Register 290, June 17th, 1851: William H. Brown, master, 
builder and sole owner of the yacht schooner America. Built in 
New York in 1851. Length 93 feet six inches, breadth 22 feet 
six inches, depth 9 feet, measurement 170, 50-95ths tons." 

The America was delivered to her owners next day, was ready 
for sea on June 20th, and sailed the next morning for Havre. She 
carried but six men before the mast. Capt. ' Dick" Brown, a 
Sandy Hook pilot, part OAvner of the Mary Taylor, was sailing- 
master, and Nelson Comstock mate. Messrs. George Steers, 
James R. Steers, and young Henry Steers, the latter's son, aged 
15, went as passengers, and helped on occasion to work ship or 
stand watch. The total ship's company, with cook and boy, num- 
bered thirteen. Commodore Stevens, Edwin A. Stevens and 
George L. Schuyler purposed joining the yacht in France, but as 
Mr. Schuyler was prevented almost at the last moment from go- 
ing. Col. Hamilton, his father-in-law, went in his place, crossing 
the ocean, as did the Messrs. Stevens, by steamer. 

Incidents of the America's voyage across the Atlantic, which 
was made in 17/^ days, are especially interesting, as she was the 
first yacht to cross the ocean in either direction. The only facts 
concerning the voyage that have been preserved are contained in 
a personal journal, or log, kept by James R. Steers. This book 
came into the possession of James W. Steers, son of George 
Steers, of Brooklyn, and is still in his family. There is a droll 
humor shown in parts of the log, which begins with the following 
entry on June 21st, 1850 : 

Left the foot of 12th Street 8 a.m. Nine o'clock took 
steamer and towed out of the East River. Eleven o'clock, 10 
miles out, parted with our friends. One o'clock George Gibbons 
came on board, with ofiicers. One o'clock and 12 minutes the 
steamer Pacific [one of the early Atlantic liners] passed us and 
gave us nine cheers and two guns, which were returned by us 
with as good heart as given. At 3 o'clock passed Sandy Hook 
bar going 11 knots. At 10 o'clock p. m. rather squeamish ; 
Captain, second mate and carpenter took a little brandy, say about 
10 drops." 

on board two dozen of the celebrated Bingham wine, cranny in the vessel, so that when he sold her, 

derived from the cellars of the late Mr. Bingham of without his knowledge the wine went with her. 

Philadelphia, father of the wife of the late English He presumed that through some oversight it must 

minister to the United States, Lord Ashburton. It have been taken ashore, and never discovered the 

was more than half a century old, and the Commo- mistake until his return home, when he immediately 

dore designed to drink it to the health of Her wrote Lord de Blaquiere [then owner of the 

Majesty. It would appear that the Commodore's America] that if he would look in a certain hidden 

excellent wife in ' setting to rights ' various little locker in the America he would find some wine 

matters in relation to the outfit of the America, ' worth double the price of her,' of course making 

concealed these two dozen of Madeira in a secret him a present of it." 

[12] 



GEORGE STEERS 

From a ivoodciil. 



^THE AMERICA'S CVP [x^so-.ssi] 

Having thus conscientiously recorded the extent of his ship- 
mates' indulgence, Mr. Steers entered into nautical data, with 
frequent references to the cuisine of the ship. 

On June 22d he put down : ' ' Set the square-sail, or Big 
Ben, the Captain calls it." On that day the vessel made 284 
knots, the best 24-hours' run of the voyage. Two days later she 
made 276 knots in 24 hours, The log for that day reads : 

" Commenced with light breeze. Passed a ship with a large 
Cross in her fore topsail. Was not near enough to speak. Had 
for dinner to-day a beautiful piece of Roast Beef, and green peas, 
rice pudding for dessert. Everything set, and the way she passed 
everything we saw was enough to surprise everybody on board." 

On June 26th they had "good winds, roast turkey, and 
brandy and water to top off with," and made 254 knots. The 
next day, with light winds, the run was 144 knots. Mr. Steers 
wrote of the America on this day : 

' ' She is the best sea boat that ever went out of the Hook. 
The way we have passed every vessel we have seen must be 
witnessed to be believed." 

The following day he wrote : ' ' The Captain said that she 
sails like the wind. We saw the British bark Clyde of Liver- 
pool, right ahead about 10 o'clock, and at 6 p. m. she was out 
of sight astern." 

The record of the next two days was 150 and 152 knots 
respectively. The entry in the log contains this plaint : 

"Thick, foggy, with rain. I don't think it ever rained 
harder since Noah floated his ark." But there seemed to be a 
solace, for the entry continues : " Had to-day fried ham and eggs, 
boiled corned beef, smashed potatoes, with rice pudding for 
dessert." The dinner may not have agreed with the writer's 
stomach, for this line follows: "Should I live to get home this 
will be my last sea trip." 

The record for the next day was 129 knots. Mr. Steers wrote : 

" This is the first day the sun has shone, and that only half 
day ; it will rain again before night." 

Wednesday, July 2d, the record was 209 knots. The log 
states : 

"At two p. M. unbent the large jib and bent the small one. 
It looks like a shirt on a beanpole. Passed a clipper brig going 
the same way, and passed her faster than she was going ahead." 
Then, "our cook is not a very good caterer," sadly adds the 
chronicler. The fact that "there was a heavy head sea on, and 
the ship was making the water fly some," may have affected the 
writer's views. 

The distance covered July 3d was 219 knots, and on July 
4th 179. For three days following only 147 knots were made, 

[13] 



[IBS0-I8SX] THE LAWSON HISTORY 

owing to baffling winds. On July 8th the run was 223 knots, 
and on the 9th 272. This entry appears on the 8th : 

"Our liquor is all but gone." And on the following day it 
is recorded that ' ' we had to break open one of the boxes marked 
' rum ' [of Commodore Stevens' private stock] , as George 
[Steers] had the belly-ache, and all of our own was consumed ; 
but we were not going to starve in a market place. So we took 
four bottles out, and I think that will last us." 

On July 10th the log records: "Fresh breezes and squalls. 
Three square-rigged ships ahead of us. He [the captain] 
made them out about 10 a.m., and they have got everything 
set that they can carry, but we are picking them up fast. The 
scene is very exciting." 

Who with love of the sea in his blood cannot imagine it ? 

The record for that day was 250 knots, and for July 11th, 
166, from midnight to 8 p.m., when Havre was reached. 

After the arrival of the vessel at Havre Mr. Steers' journal 
deals almost exclusively with personal matters, and sightseeing, 
there being nothing in it of value in the way of data about the 
vessel. 

The Stevens brothers and Col. Hamilton were in France two 
weeks ahead of the America, and passed most of their time 
while waiting for the yacht in Paris. Col. Hamilton, in his 
"Reminiscences," (Scribners, 1869,) throws a most interesting 
side-light on the sentiment with which Americans then in France 
looked forward to the America's approaching test against English 
vessels. He says : 

" Such was the want of confidence of our countrymen in our 
success, that I was earnestly urged by Mr. William C. Rives, 
the American Minister, and Mr. Sears, of Boston, not to take the 
vessel over, as we were sure to be defeated. My friend, Mr. 
H. Greeley, who had been at the Exhibition in London, meeting 
me in Paris, was most urgent against our going. He went so 
far as to say : ' The eyes of the world are on you ; you will be 
beaten, and the country will be abused, as it has been in connec- 
tion with the Exhibition.' I replied, ' We are in for it, and must 
go.' He replied, 'Well, if you do go, and are beaten, you had 
better not return to your country.' This awakened me to the 
deep and extended interest our enterprise had excited, and the 
responsibility we had assumed. It did not, however, induce us 
to hesitate. I remembered that our packet-ships had outrun 
theirs, and why should not this schooner, built upon the best 
model?" 

Col. Hamilton adds : "In Paris we took means to obtain the 
best wines and all other luxuries to enable us to entertain our 
guests in the most sumptuous manner." 

[ 14 ] 



COMMODORE JOHN C. STEVENS 

From a portrait in oils, by Charles Loring Elliott ( 1812-1868), in 
the Stevens mansion at Castle Point, Hoboken. Used by courtesy of 
E. A. Stevens. 




^^B 

^^^ 



of THE AMERICA'S CVP [^^s-'^si] 

While at Havre the America was fitted out for racing in 
England. Her hull was here given a smart coat of black, — she 
wore her prime-coat of gray up to this time, — her racing sails 
were bent, and she was made ready in every way for the work 
ahead of her, though she was not put in racing trim until after 
her arrival in England. 

The purpose of fitting out in a French port was to avoid giving 
Englishmen too much opportunity to study the vessel before she 
began her racing. This precaution availed little, as events tran- 
spired, for a brush with a fast English cutter on the America's 
first morning in English waters showed what the " glorified pilot- 
boat," as an English writer not inaptly called her, could do. 
With her first performance in The Solent the history of inter- 
national yacht-racing gloriously began. 




[15] 




[>«si] THE LAWSON HISTORY 



THE AMERICA WINS A ROYAL YACHT 
SQUADRON CUP, AND "THERE IS NO 
SECOND:" 185 1. CHAPTER II. 

\HE America, with John C. and Edwin A. Stevens 
on board, left Havre for England on Thursday- 
July 31st, 1851, and arriving in The Solent that 
night worked up to about six miles below Cowes, 
where she anchored, the weather being thick. 

Commodore Stevens thus described the scene 
on the America's first morning in English waters, 
in a speech delivered at a dinner tendered him and 
his associates at the Astor House, New York, 
October 2d, 1851 : 

"In the morning the tide was against us, and it was dead 
calm. At nine o'clock a gentle breeze sprung up, and with it 
came gliding down the Laverock, one of the newest and fastest 
cutters of her class. 

' ' The news spread like lightning that the Yankee clipper had 
arrived, and the Laverock had gone down to show her the way 
up. The yachts and vessels in the harbor, the wharves, and 
windows of all the houses bordering on them were filled with 
spectators, watching with eager eyes the eventful trial. They 
saw we could not escape, for the Laverock stuck to us, some- 
times lying-to and sometimes tacking round us, evidently showing 
she had no intention of quitting us. We were loaded with extra 
sails, with beef and pork and bread enough for an East India 
voyage, and were four or five inches too deep in the water. We 
got up our sails with heavy hearts ; the wind had increased to a 
five- or six-knot breeze, and after waiting until we were ashamed 
to wait longer, we let her [the Laverock] go about two hundred, 
yards, and then started in her wake. 

" I have seen and been engaged in many exciting trials at sea 
and on shore. I made the match with the horse Eclipse against 
Sir Henry, and had heavy sums both for myself and my friends 
depending on the result. I saw Eclipse lose the first heat and 
four-fifths of the second without feeling one-hundredth part of the 
responsibility, and without feeling one-hundredth part of the trepi- 
dation I felt at the thought of being beaten by the Laverock in 
this eventful trial. During the first five minutes not a sound was 
heard save, perhaps, the beating of our anxious hearts or the 
slight ripple of the water upon her [the America's] swordlike 
stem. The captain was crouched down upon the floor of the 

[16] 






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^THE AMERICA'S CVP C'^^.] 

cockpit, his seemingly unconscious hand upon the tiller, with his 
stern, unaltering gaze upon the vessel ahead. The men were 
motionless as statues, their eager eyes fastened upon the Laverock 
with a fixedness and intensity that seemed almost supernatural. 
The pencil of an artist might, perhaps, convey the expression, 
but no words can describe it. It could not and did not last long. 
We worked quickly and surely to windward of her wake. The 
crisis was past ; and some dozen of deep-drawn sighs proved that 
the agony was over. 

' ' We came to an anchor a quarter or perhaps a third of a mile 
ahead, and twenty minutes after our anchor was down the Earl 
of Wilton and his family were on board to welcome us, and intro- 
duce us to his friends. To himself and family, to the Marquis 
of Anglesey and his son, Lord Alfred Paget, to Sir Bellingham 
Graham, and a host of other noblemen and gentlemen, were we 
indebted for a reception as hospitable and frank as ever was given 
to prince or peasant." 

That the speedy stranger, whose model and rig were new to 
them, should cause consternation among the English yachtsmen, 
whose title to yachting leadership had never been questioned, was 
but natural. 

The London Times compared the agitation caused among them 
by the America, after she had shown Laverock her quality, to 
that which ' ' the appearance of a sparrowhawk in the horizon 
creates among a flock of woodpigeons or skylarks." 

The Englishmen were free, though not entirely unfriendly, in 
their criticisms of the America. One writer described her as 
follows : 

"A big-boned skeleton she might be called, but no phantom. 
Hers are not the tall, delicate, graceful spars with cobweb tracery 
of cordage scarcely visible against the gray and threatening even- 
ing sky, but hardy stocks, prepared for work and up to anything 
that can be put upon them. Her hull is very low ; her breadth 
of beam considerable, and the draught of water peculiar, — six 
feet forward and eleven feet aft. Her ballast is stowed in her 
sides about her water-lines, and as she is said to be nevertheless 
deficient in headroom between decks her form below the water- 
line must be rather curious. She carries no foretopmast, being 
apparently determined to do all her work with large sheets." 

So shy were English yacht owners of the America that Com- 
modore Stevens' challenges for her, posted in the Royal Yacht 
Squadron's* club-house, remained untaken. 

* The Royal Yacht Squadron, England's lead- mond. The squadron draws the social line strictly, 

ing yacht club, was formed in i8ia. Its member- and in yachting matters is extremely conservative, 

ship includes many persons of title. His Majesty Its present quarters in Cowes Castle have been occu- 

Edward VII. was its commodore on his accession to pied by it since 1856. The castle is an historic 

the throne, being succeeded by the Marquis of Or- fort, built in the time of Henry VIII., for the pro- 

[17] 



z 



['«sx] THE LAWSON HISTORY 

The first of these was sent to the Earl of Wilton, Commodore 
of the Royal Yacht Squadron, by Commodore Stevens, on August 
2d, "after waiting a reasonable time for a proposal for a race," 
to quote Col. Hamilton. It was as follows: 

The New York Yacht Club, in order to test the relative 
merits of the different models of the schooners of the old and 
the new world, propose through Commodore Stevens, to the 
Royal Yacht Squadron, to run the yacht America against any 
number of schooners belonging to any of the Yacht Squadrons 
of the Kingdom, to be selected by the Commodore of the 
Royal Yacht Squadron, the course to be over some part of 
the English Channel outside the Isle of Wight, with at least 
a six-knot breeze. This trial of speed to be made at an early 
day to be selected by the Commodore of the Royal Yacht 
Squadron. And if on that day there shall not be at least a 
six-knot breeze, then, on the first day thereafter that such a 
breeze shall blow. 

On behalf of the New York Yacht Club, 

John C. Stevens, 
CowES, August 2, 1851. Commodore. 

To this challenge the following answer was received : 

The Commodore of the Royal Yacht Squadron has the 
honor to acknowledge the receipt of a proposition from the 
New York Yacht Club, to run the yacht America against any 
number of schooners belonging to the Yacht Clubs of the 
Kingdom upon certain conditions. He will take the earliest 
opportunity to acquaint the proprietors of schooners through- 
out the kingdom of the proposed trial, but as there are a great 
many Yacht Clubs in Great Britain and Ireland, some little 
time must necessarily elapse before answers can be received. 
The members generally of the Royal Yacht Squadron are 
greatly interested in testing the relative merits of the differ- 
ent models of the old and new world without restriction as to 
rig or otherwise, and with this view have offered a cup, to be 
sailed for by vessels of all rigs and nations on the 13th in- 
stant. It would be a subject to them of the highest gratifi- 
cation to hear that the America had entered as a competitor 
on the occasion. ^tt 

W ILTON, 

Commodore of the R. Y. Squadron. 
Royal Yacht Squadron House, August 8, 1851. 

tection of the Medina River. 1111851 the club was 1843 to the end of her reign. These cups were 

quartered at the Gloucester hotel, at West Cowes. sailed for over a fixed course, known as the Queen's 

The Royal Yacht Squadron received its first royal cup course, from a starting-point off Cowes, to and 

cup to be sailed for in 1830 from William IV. around the Nab light, and to and around a mark 

Victoria presented it with a trophy each year from off Lymington, thence home, about sixty miles. 

[18] 



of THE AMERICA'S CVP C'«s.] 

To this communication, Commodore Stevens made the follow- 
ing reply: 

Yacht America, August 9, 1851. 

Mt/ Lard, — I had the honor yesterday to receive your 
communication of the 8th inst., in which you inform me in 
reply to the proposition of the New York Yacht Club to run 
the America against any schooners belonging to any of the 
Yacht Clubs of this Kingdom, that you will take the earliest 
opportunity to acquaint the proprietors of such schooners of 
the proposed trial, and in which you invite me to enter the 
America as a competitor for the cup to be sailed for at the 
regatta on the 13th inst. I beg leave in reply to say that as 
the period of my visit is necessarily limited, and as much time 
may be consumed awaiting to receive answers from the pro- 
prietors of schooners (without intending to withdraw that 
proposition) , and although it is my intention to enter for the 
cup, provided I am allowed to sail the America in such manner 
as her rig requires : yet as the issue of a regatta is not always 
a test of the merits of the vessels engaged in it, I now pro- 
pose to run the yacht America against any cutter, schooner, 
or vessel of any other rig of the Royal Yacht Squadron, 
relinquishing any advantage which your rule admits is due 
to a schooner from a cutter, but claiming the right to sail the 
America in such manner, by such booming out, as her raking 
masts require ; the course to be in the English Channel with 
not less than a six-knot breeze ; the race to come off on some 
day before the 17th instant ; the distance to be not less than 
twenty nor over seventy miles out and back, and in such a 
direction as to test the qualities of the vessels before and by 
the wind. 

Although it would be most agreeable to me that this race 
should be for a cup of limited value, yet if it is preferred, I 
am willing to stake upon the issue any sum not to exceed 
ten thousand guineas. 

I have the honor to be, your Lordship's obedient servant, 

John C. Stevens. 

P. S. As I have offered to enter the America for the 
prize to be given by the Royal Yacht Squadron on the 13th 
instant, it is desirable that I should receive an answer before 
that day. 

A possible stake of 10,000 guineas was, to quote an entry of 
Aug. 11th in James Steers' journal, " a staggerer " to the English 
yachtsmen. On the same day Mr. Steers recorded : " We went 
out and sailed under our mainsail and jib and beat everything we 
fell in with at that." 

[19] 



[•«5.] THE LAWSON HISTORY 

Mr. Steers states that the America was to have sailed ' ' in 
the Ryde Yacht Club regatta " [doubtless the Royal Victoria of 
Ryde was meant] , but that she was barred out, because ' ' accord- 
ing to standing rules every yacht has to be the sole property of 
one individual." He records, " This made us downhearted," 
and adds that Commodore Stevens [whom he refers to here and 
elsewhere familiarly as " Johnnie," *] went a.shore and " wrote a 
third and last challenge to sail any vessel six hours to windward 
and back, wind to blow six knots and upwards, for £10,000." 

"On going ashore," wrote Mr. Steers, "I saw Mr. Bates, 
the secretary of the club, who told me it was accepted by the 
Southampton Yacht Club, to sail the Alarm against us." 

An answer to Commodore Stevens' letter of the 9th was not re- 
ceived before the 13th, and the America did not sail in the regatta 
that day, though she went out to show her paces to the racers, 
among which was the Alarm. To quote Mr. Steers again, the 
America followed the racers under jib and mainsail, "and, as I 
hope to sleep to-night, we kept up with the Alarm with that sail." 
It may have been because of this, or for other reasons, that no 
race was obtained with the Alarm. 

On the 15th there were two races, one for schooners and 
another for cutters, for cups valued at £50. The America went 
over part of the course. " When we started," wrote Mr. Steers, 
"the race boats were at least three miles ahead of us. We 
beat the whole fleet of about fifty sail about one third of the 
way." 

At Cowes, on the following Monday, he wrote: "We put 
after the racers, who were about three miles ahead of us. We 
passed them all in one hour 38 minutes' sailing." 

There was a great stir among the conservatives of the Royal 
Yacht Squadron over Commodore Stevens' challenge, but a prompt 
reply to it was not forthcoming, although the air was filled 
with talk of matches. The following letter from Col. Hamilton to 
Lord Desart throws some light on the situation on the 15th: 

Club House, Cowes, Yacht America, 

August 15, 1851, 10 o'clock a. m. 
My Lord^ — I have communicated to Commodore Stevens 
your wish that he should make a friendly trial with the 
Armenia and Constance to-day. I am authorized by Com- 
modore Stevens to say, he will be most happy to make such a 
trial with these or any other vessels of the Royal Yacht 

* The writer draws an amusing word-picture of vigorous language " where in his liquor goes," 

Commodore Stevens sitting on the cabin floor of to which query the steward replied that he does not 

the America, after her arrival in England, counting know, " unless the Mr. Steers had taken some 

over his bottles of rum, and asking the steward in of it." 

[20] 



AN ENGLISH SAIL PLAN OF 1851 



THE AMERICA'S ORIGINAL SAIL PLAN 



YiA.: 



of THE AMERICA'S CVP ['«s>] 

Squadron, whenever his proposal of the 9th inst. may be 
accepted or rejected. 
I have the honor to be, your Lordship's obedient servant, 

James A. Hamilton. 

On the 16th Commodore Stevens, despairing of obtaining an 
individual match for the America, entered the vessel for the Royal 
Yacht Squadron regatta to be sailed Aug. 22d, by sending the 
following note to John Bates, Esqr., R. N., secretary of the Royal 
Yacht Squadron: 

Dear Sir, — Will you do me the favor to enter the America 
for the Royal Yacht Squadron Regatta to come off on the 
22d inst. The fact that this vessel is owned by more than 
one person is so well known as to render it almost unneces- 
sary to state it ; yet I do so when she is entered, to avoid the 
possibility of seeming to contravene the rules of the Royal 
Yacht Squadron. 

Allow me further to say, in reference to others who may 
be disposed to be competitors, that should there be little or 
no wind on that day, this vessel will probably not sail. 

With respect, your obedient servant 

John C. Stevens. 

While the challengers were waiting for their proposal for an 
individual match to be taken, and the correspondence here given 
was passing, the British press kept up a spirited fire of comment. 

The LondonTimes spurred on the fainthearted yachtsmen of 
Britain by saying it could not be imagined that England would 
' ' allow the illustrious stranger to return to the New World with 
the proud boast that she had flung down the gauntlet to England, 
Ireland, and Scotland, and that not one had been found to take it 
up." The Times pointed out that no disgrace would attach to 
defeat, ' ' but if she be permitted to sail back to New York with 
her challenge unaccepted, and can nail up under it, as it is fastened 
on one of her beams, that no one dare touch it, then there will be 
some question as to the pith and courage of our men." 

Although the performance of the America showed her to be 
without question superior, and vastly so, to any vessel in the 
Solent fleet, there at last appeared one English yacht-owner with 
pluck enough to make a match with her. He was Robert 
Stephenson, and he arranged to sail his hundred-ton schooner 
Titania against the America twenty miles from the Nab light and 
back, for £100. Titania was new, with the defect of having her 
spars set too far forward, and she was not a champion craft, such 
as Commodore Stevens wanted to sail against. Her owner appears 

[21] 



[X8S0 THE LAWSON HISTORY 

to have agreed to race her against the Yankee schooner more to 
sustain the reputation of British yachtsmen for courage than from 
any great hope of winning. 

Anticipating the order of events, it may be said that the race 
between the America and Titania was sailed August 28th, in a 
strong breeze, the course being laid to leeward. The Earl of 
Wilton's yacht Xarifa was stakeboat, being anchored off the 
Nab. The America distanced Titania, beating her 52 m. , chiefly 
in windward work, although the jaws of the America's fore-gaff 
were carried away, and much time was lost while splicing the gaff 
and in favoring the broken spar in the severe thresh to windward. 
Col. Hamilton estimated that at the finish Titania was seven miles 
astern of the America. 

Mr. Stephenson's example had a salutary effect, for while his 
trial against the America was pending Mr. Woodhouse, owner 
of the schooner Gondola, proposed a match between his yacht and 
the America, to come off in October, from Cowes round the 
Eddystone lighthouse and back to Cowes, for £100 or £200. 

To this proposal Commodore Stevens sent the following reply : 

Yacht America, August 26. 

Sir, — I regret extremely that it is not in my poM^^er to 
oblige you, as I propose to leave Cowes immediately after the 
match with the Titania is decided. To afford you, however, 
an opportunity to try the speed of the Gondola, I propose 
(the Royal Yacht Squadron consenting) that you make the 
trial at sea on the same day, and at the same time, and on the 
same course with the Titania and the America. As a further 
inducement to you to make this trial, I will wager £1,000 
against £200, the America beats the Gondola. 

With respect, I am your obedient servant, 

John C. Stevens. 

The owner of Gondola did not appear with his vessel on the 
day of the America's race with Titania. 

The story of the regatta in which the America won the cup 
that bears her name is now, in substance at least, a classic in 
American yachting literature, though no extended accounts of it 
were printed here at the time. There is no reference to it in 
the journal of Mr. James R. Steers, as he started for home by 
steamer two days before the race took place. Col. Hamilton in 
his ' ' Reminiscences ' ' refers to it briefly. As the cable had not 
then linked the old and new worlds, and steamers were twelve 
days in crossing the Atlantic, the American newspapers, — that in 
these times print daily columns of cabled news on events across 
the water, — gave the race but a brief, and necessarily tardy men- 

[22] 



of THE AMERICA'S CVP 



[1851] 



tion, clipped from London exchanges. Probably the best account 
of the regatta appeared in the London Illustrated News^ written 
beyond question by an eye-witness. As it is better than any 
re-written account could be possibly, it is here given in full : 

"The race at Cowes, on Friday se'nnight, for the Royal 
Yacht Squadron cup of £100, furnished our yachtsmen with an 
opportunity of ' realizing,' as our trans-Atlantic brethren would 
say, what those same dwellers beyond the ocean can do afloat in 
competition with ourselves. None doubted that the America was 
a very fast sailer, but her powers had not been measured by the 
test of an actual contest. Therefore, when it became known 
that she was entered amongst the yachts to run for the cup on 
Friday, the most intense interest was manifested by all classes, 
from the highest to the humblest, who have thronged in such 
masses this season to the Isle of Wight ; and even Her Majesty 
and the court felt the influence of the universal curiosity which 
was excited to see how the stranger, of whom such great things 
were said, should acquit herself on the occasion. The race was, 
in fact, regarded as a sort of trial heat, from which some antici- 
pation might be formed of the result of the great international 
contest to which the owners of the America have challenged 
the yachtsmen of England, and which Mr. R. Stephenson, the 
eminent engineer, has accepted, by backing his own schooner, 
the Titania, against the America. 

"The following yachts were entered. They were moored in 
a double line. No time allowed for tonnage : 



Name, 
Beatrice . 
Volante . 
Arrow 
Wyvern . 
lone . 
Constance 
Titania 
Gipsy Queen . 
Alarm 
Mona 
America . 
Brilliant . . 
Bacchante 
Freak 

Stella . . . 
Eclipse 
Fernande . 
Aurora . 



Class. Tons. 

Schooner i6i 

Cutter 48 

Cutter 84 

Schooner 205 

Schooner 75 

Schooner ai8 

Schooner 100 

Schooner 160 

Cutter 193 

Cutter 82 

Schooner 170 

j-mast-schooner . . . 39a 

Cutter 80 

Cutter 60 

Cutter 65 

Cutter 50 

Schooner 127 

Cutter 47 



Sir W. P. Carew. 

Mr. J. L. Crag-e. 

Mr. T. Chamberlayne. 

The Duke of Marlborough. 

Mr. A. Hill. 

The Marquis of Conyngham. 

Mr. R. Stephenson. 

Sir H. B. Hoghton. 

Mr. J. Weld. 

Lord A. Paget. 

Mr. J. C. Stevens, et als. 

Mr. G. Ackers. 

Mr. B. H. Jones. 

Mr. W. Curling. 

Mr. R. Frankland. 

Mr. H. S. Fearon. 

Major Marty n. 

Mr. T. Le Merchant. 



"Among the visitors on Friday were many strangers, — 
Frenchmen en route for Havre, Germans in quiet wonderment at 
the excitement around them, and Americans already triumphing 
in the anticipated success of their countrymen. The cards con- 
taining the names and colors of the yachts describe the course 

[23] 



['«5i] THE LAWSON HISTORY 

merely as being ' round the Isle of Wight ; ' the printed pro- 
gramme stated that it was to be ' round the Isle of Wight, inside 
Norman's buoy and Sandhead buoy, and outside the Nab.' 
The distinction gave rise, at the close of the race, to questioning 
the America's right to the cup, as she did not sail outside the 
Nab Light; but this objection was not persisted in, and the, 
Messrs. Stevens were presented with the cup. 

"At 9.55 the preparatory gun was fired from the Club-house 
battery, and the yachts were soon sheeted from deck to topmast 
with clouds of canvas, huge gaff-topsails and balloon -jibs being 
greatly in vogue, and the America evincing her disposition to take 
advantage of her new jib by hoisting it with all alacrity. The whole 
flotilla not in the race were already in motion, many of them stretch- 
ing down towards Osborne and Ryde to get good start of the 
clippers. Of the list above given the Titania and the Stella did not 
start, and the Fernande did not take her station (the latter was 
twice winner in 1850, and once this year ; the Stella won once last 
year) . Thus only fifteen started, of which seven were schooners, 
including the Brilliant (three-masted schooner), and eight were 
cutters. 

"At 10 o'clock the signal gun for sailing was fired, and before 
the smoke had well cleared away the whole of the beautiful fleet 
was under way, moving steadily to the east with the tide and a 
gentle breeze. The start was effected splendidly, the yachts 
breaking away like a field of race-horses ; the only laggard was 
the America, which did not move for a second or so after the 
others. Steamers, shore-boats, and yachts of all sizes buzzed 
along on each side of the course, and spread away for miles over 
the rippling sea, — a sight such as the Adriatic never beheld in all 
the pride of Venice ; such, beaten though we are, as no other 
country in the world could exhibit ; while it is confessed that 
anything like it was never seen, even here, in the annals of 
yachting. 

"Soon after they started a steamer went off" from the roads, 
with the members of the sailing committee, Sir B. Graham, Bart., 
the Earl of Wilton, Commodore, and the following gentlemen: 
Lord Exmouth, Captain Lyon, Mr. A. Fontaine, Captain Ponsonby, 
Captain Corry, Messrs. Harvey, Leslie, Greg, and Reynolds. 
The American Minister, Mr. Abbott Lawrence, and his son. Col. 
Lawrence, attache to the American legation, arrived too late for the 
sailing of the America, but were accommodated on board the 
steamer, and went around the island in her ; and several steamers, 
chartered by private gentlemen or for excursion trips, also accom- 
panied the match. 

"The Gipsy Queen, with all her canvas set, and in the 
strength of the tide, took the lead after starting, with the Beatrice 

[24] 



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^THE AMERICA'S CVP i^'s^i 

next, and then, with little difference in order, the Volante, Con- 
stance, Arrow, and a flock of others. The America went easily 
for some time under mainsail (with a small gaff"-top-sail of a tri- 
angular shape braced up to the truck of the short and slender 
stick which serves as her main-top-mast) , foresail, fore-stay-sail, 
[jib] and jib [flying jib] ; while her opponents had every cloth set 
that the Club regulations allow. She soon began to creep upon 
them, passing some of the cutters to the windward. In a quarter 
of an hour she had left them all behind, except the Constance, 
Beatrice, and Gipsy Queen, which were well together, and went 
along smartly with the light breeze. The yachts were timed off 
No Man's Land buoy, and the character of the race at this moment 
may be guessed from the result : 

" Volante, llh. 7 m. Os. ; Freak, 11 h. 8 m. 20 s. ; Aurora, 11 
h. 8 m. 30 s. ; Gipsy Queen, 11 h. 8 m. 45 s. ; America, 11 h. 9 
m. s. ; Beatrice, llh. 9 m. 15 s. ; Alarm, llh. 9 m. 20 s .; 
Arrow, 11 h. 10 m. s. ; Bacchante, 11 h. 10 m. 15 s. 

' ' The other six were staggering about in the rear, and the 
Wyvem soon afterwards hauled her wind, and went back towards 
Cowes. 

' ' The America speedily advanced to the front and got clear 
away from the rest. Off" Sandown Bay, the wind freshening, she 
carried away her jib-boom; * but, as she was well handled, the mis- 
hap produced no ill-effect, and, during a lull which came on in the 
breeze for some time subsequently, her competitors gained a 
trifling advantage, but did not approach her. Off" Ventor the 
America was more than a mile ahead of the Aurora, then the 
nearest of the racing squadron; and hereabouts the number of her 
competitors was lessened by three cutters, the Volante having 
sprung her bowsprit, the Arrow having gone ashore, and the 
Alarm having stayed by the Arrow to assist in getting her off". 

"But from the moment the America had rounded St. Cath- 
erine's point, with a moderate breeze at S. S. W., the chances of 
coming up with her again were over. The Wildfire, which, 
though not in the match, kept up with the stranger for some time, 
was soon shaken off", and of the vessels in the match, the Aurora 
was the last that kept her in sight, until, the weather thickening, 
even that small comfort was lost to her. As the America approached 
the Needles the wind fell, and a haze came on, not thick enough, 
however, to be very dangerous ; and here she met and passed 
(saluting with her flag) the Victoria and Albert royal yacht, with 
Her Majesty on board. Her Majesty waited for the Aurora, and 
then returned to Osborne, passing the America again in The Solent. 
About six o'clock the Aurora, being some five or six miles astern, 

* " Old Dick " Brown remarked he " was d — d glad it was gone," as he did not believe in carrying 
a flying jib to windward. 

[25] 



['^5x] THE LAWSON HISTORY 

and the result of the race inevitable, the steamers that had accom- 
panied the yachts bore away for Cowes, where they landed their 
passengers. The evening fell darkly, heavy clouds being piled 
along the northern shore of the strait ; and the thousands who had 
for hours lined the southern shore, from West Cowes long past 
the Castle, awaiting anxiously the appearance of the winner, and 
eagerly drinking in every rumour as to the progress of the match, 
were beginning to disperse, when the peculiar rig of the clipper 
was discerned through the gloom, and at 8 h. 34 m. o'clock 
(railway time 8 h. 37 m., according to the secretary of the Royal 
Yacht Squadron) a gun from the flag-ship announced her arrival 
as the winner of the cup. The Aurora was announced at 8 h. 
58 m.; the Bacchante at 9 h. 30 m.; the Eclipse at 9 h. 45 m.; 
the Brilliant at 1 h. 20 m. (Saturday morning). No account of 
the rest." 

Col. Hamilton, who sailed on the America in the race, in his 
reference to it said : 

" The wind dropped off near Ryde. The Volante, a cutter 
of forty-five tons, passed the America. An hour after the breeze 
freshened, and the America passed the Volante, ' and then spared 
her jib.' After we got round The Needles the wind died away, 
and we were alarmed by the appearance of a small vessel (the 
Fairy), so light as to be pressed upon us by the gentle puffs 
which could hardly move the America, of 170 tons. Our only 
fear as to the issue of the race was, that some light vessel like 
the Volante with a light puff" of air might keep close to us, and 
with the tide might pass us. 

" The America arrived at Cowes at half-past 8 p.m., and was 
received with the most gratifying cheers. Yankee Doodle was 
played by the band." 

Commodore Stevens, in his speech made at the dinner* given 
him and his associates on his return from England, made this 
reference to the race : 

"In the race for the Queen's Cupf there were, I think, seven- 
teen entries, most of which, I believe, started. In addition to 

* The dinner to Commodore Stevens and his home not the golden fleece, but that which gold 
associates, on the return of Commodore Stevens, cannot buy, national renown." In responding to 
Edwin A. Stevens and Col. James A. Hamilton this toast, Commodore Stevens described the race 
from England, was a notable event. It was at- of Aug. 22d, 1 851, and concluded his speech by 
tended by the leading business and professional men saying : "The cup before you is the trophy of 
of New York, while Commodore Matthew C. that day's victory. I promised, half-jest and half- 
Perry of the United States navy was among the earnest, when I parted with you, to bring it home to 
guests. The cup was here publicly shown for the you. The performance of this promise is another 
first time. J. Prescott Hall presided at the dinner, exemplification of the truth of the old saw, that 
Healths were drunk to the Earl of Wilton, in re- ' What is oftentimes said in jest is sometimes done 
sponse to a toast by Commodore Stevens, to the Queen, in earnest. ' ' ' 

to the President, and to the captain and crew of the f This was a lapsus lingua. " Royal Yacht 

America, in response to the following sentiment ex- Squadron cup" was the original name of the 

pressed by Charles King, president of Columbia Col- America's trophy. It was not in any sense a 

lege: " Our Modern Argonauts — they have brought Queen''B cup. 

[26] 



of THE AMERICA'S CVP [^^51] 

them, there were seventy or eighty, or perhaps one hundred under 
way, in and about the harbor ; and such another sight no other 
country save England can furnish. Our directions from the sail- 
ing committee were simple and direct : we were to start from the 
flag-ship at Cowes, keep the No-Man's buoy on the starboard 
hand, and from thence make the best of our way round the island 
to the flag-ship from which we started. We got off" before the 
wind, and in the midst of a crowd that we could not get rid of for 
the first eight or nine miles ; a fresh breeze then sprang up that 
cleared us from our hangers-on and sent us rapidly ahead of every 
yacht in the squadron. At The Needles there was not a yacht in 
sight that started with us, . . . After passing The Needles, we 
were overtaken by the royal steam yacht Victoria and Albert, with 
Her Majesty and her family on board, who had come down to 
witness the trial of speed between the models adopted by the old 
world and those of the new. As the steamer slowly passed us 
we had the gratification of tendering our homage to the Queen 
after the fashion of her own people, by taking off" our hats and 
dipping our flags. At this time the wind had fallen to a light 
breeze, and we did not arrive at the flag-ship until dark. I could not 
learn correctly at what time or in what order the others arrived. ' ' 

Mr. Ackers, owner of the Brilliant, protested the race, on the 
ground that the America went inside, instead of outside the Nab 
light- vessel. As no instructions regarding the passing of this point 
were contained in the sailing directions given Commodore Stevens, 
the committee which heard Mr. Ackers' complaint dismissed it, 
and the cup went to the America, 

The Times described the course around the Isle of Wight, 
which by the chart was fifty-three nautical miles long, as ' ' noto- 
riously one of the most unfair to strangers that can be selected, and 
indeed [it] does not appear a good race-ground for anyone, inas- 
much as the currents and tides render local knowledge of more 
value than swift sailing and nautical skill." 

It was to be observed from the result that local knowledge 
could not offset the speed of the America, and the seamanship of 
her rough-and-ready American crew, commanded by " Old Dick " 
Brown of Sandy Hook, who was assisted of course by an English 
pilot. Too little credit has, as a rule, been accorded this pilot for 
his part in the famous race. He was, without knowing it, making 
history, and for him to have done from motives of patriotism some- 
thing less than his best would have been an easy matter. Col. 
Hamilton in his ' ' Reminiscences ' ' speaks warmly of this vv^orthy 
ally of the Americans, giving him due credit for his invaluable 
assistance, in the following lines : 

" Of course our success in racing, and particularly around the 
Isle of Wight, would so much depend upon the skill and fidelity 

[27] 



[I85X] THE LAWSON HISTORY 

of our pilot as to make that a subject of deep interest. Our ex- 
cellent consul at Southampton engaged Mr. Underwood as a pilot 
for us ; who went on board the America on her arrival, and whose 
whole conduct was entirely satisfactory. We had intimations from 
various sources on that subject. 

The gallant admiral of Portsmouth addressed a letter to 
Commodore Stevens, offering, if we were not satisfied with the 
one we had, to send us a pUot who was not only most skilful, 
well acquainted with all the waters in the neighborhood, but for 
whose fidelity he would be responsible. This kind offer was 
promptly declined, on the ground that Commodore Stevens had 
entire confidence in the knowledge, skill, and fidelity, of our pilot, 
Mr. Underwood." 

The following interesting account of the winnings of the 
America, aside from the Royal Yacht Squadron cup, and the 
stake in the race with Titania, is from a speech made by Henry 
Steers, son of James R. Steers, at a meeting of the Seawanhaka 
Yacht Club in 1877 : 

"We were rigged (on arrival) pilot-boat fashion, no fore- 
topmast and no flying jib-boom, and, as we thought we could do 
better with a flying-jib, we went to Ratsey, at the Isle of Wight, 
to get him to make the spar. My uncle [George Steers] bet 
him the price of that jib-boom that we could beat any boat he 
could name. He named the Beatrice. Then we went to a sail- 
maker to have a flying-jib made, and we bet the price of this 
sail on the race. We heard that there was some one in South- 
ampton who wanted to bet, and some of the party went there. 
He wanted to ' book it, ' as they do over there ; but our party had 
no bank account, no letters of credit ; all our money was in a bag 
aboard the yacht, and we wanted the money put up, so this wager 
fell through. So all we got on the race was the price of the 
jib-boom and the sail." 

The English yachtsmen thought the America a ' ' shell, ' ' and 
it is related that some one of them oflered to ' ' build a boat in 
ninety days that would beat her," for a £500 stake. Commodore 
Stevens asked that the stake be made £5000, in which event 
he would wait for a race. Nothing came of this talk, and the 
race with Titania ended the America's racing in English waters 
under American ownership. 

It is worthy of note, to sailormen at least, that the America 
carried thirteen men, her first day in English waters was Friday, 
the cup was voted as a trophy at a meeting of the Royal Yacht 
Squadron held on Friday (May 9th, 1851), and also was won 
by the America on Friday (August 22d, 1851), while on it are 
engraved the names of thirteen vessels defeated by the America 
that day. Enghsh salts may advance the argument with perfect 

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[1851] 



security that Friday and thirteen were to them an unlucky day and 
number in the first chapter of the history of the cup. 

As often as the story of the cup is told, is related the good old 
tale of the famous dialogue of the queen with her signal-master, 
who, peering from the deck of the Victoria and Albert down The 
Solent, was asked by Her Majesty : 

" Say, signal-master, are the yachts in sight? " 

" Yes, may it please Your Majesty." 

"Which is first?" 

"The America." 

" Which is second ? " 

"Ah, Your Majesty, there is no second." 

History does not preserve the name of this perspicacious 
sea-dog. 

When the news of the America's victory reached this country, 
about two weeks after the event, there was general satisfaction, 
quietly expressed. In Boston the news was received during a 
celebration, at the State House, of the opening of railway com- 
munication between the United States and the Canadian provinces. 
Daniel Webster was addressing a large audience in the hall of the 
house of representatives. He broke off in his speech to announce 
the victory. " Like Jupiter among the gods," he said, " America 
is first, and there is no second." 




<r([^ 



[29] 




c^«5x] THE LAWSON HISTORY 



THE AMERICA IS VISITED BY gUEEN 
VICTORIA, AND ENTERS ON A VARIED 
CAREER: 1 85 1. CHAPTER III. 

|HILE the America's visit to England was destined 
to have a far-reaching and important effect on 
British naval architecture, other influences grow- 
ing out of it were of the greatest importance to 
the nation whose product she was. These were 
social, and, from the position of the persons con- 
cerned, in a measure political. The three men 
who went to England to race the America were 
representative Americans well suited to make a 
favorable impression in behalf of their people. The Stevens 
brothers were men of broad affairs, typical American gentlemen of 
their time, while James A. Hamilton, son of Alexander Hamilton, 
was not only a gentleman and man of the world, but was active 
in political life, and was the friend and adviser of many of the 
statesmen who in the first half-century of the republic shaped the 
destiny of the nation. Prior to their appearance in England with 
the America there had been very little social intercourse between 
the two countries, whose relations were by no means as close as 
they are now. The managers of the America were pioneers in 
international sporting events, which naturally have an important 
social side. Their experiences in England did more good than 
could be appreciated at the time. 

England then openly patronized Americans, and had a pecu- 
liar national idea of Yankee "cuteness." The experience of 
American travellers, and of American exhibitors at the expo- 
sition, had not been entirely pleasant, while there was a very 
low opinion held in England of American social life. The men 
who took the America abroad were of a stamp to command the 
respect of all classes of Englishmen, and they were properly 
greeted with cordiality, and took their places naturally among 
the persons of title and influence whom they met at Cowes ; 
while the Queen signally honored them, and without question 
was strongly impressed by them as men, as well as by the 
vessel that conveyed such an important lesson to her people. 
The circumstances of the visit of the America doubtless con- 
tributed in no small degree to the friendly feeling Victoria 
showed toward the American people from that time, a feeling 
that was in certain critical periods of more benefit to this nation 
than the world knew. 

[30] 



of THE AMERICA'S CVP c^si] 

On their return to this country both Commodore Stevens and 
Col. Hamilton bore ample testimony to the friendly feeling with 
which they were entertained in England. 

Col. Hamilton says in his memoirs : 

"We were elected honorary members of the club [Royal 
Yacht Squadron] , invited to the houses of several of its members, 
and treated in the handsomest manner by the gentlemen of the 
club. A dinner was given to us by the club, etc." 

The words of Commodore Stevens convey, better than any 
others, an impression of the feelings with which the men on the 
America passed through their memorable experiences in England. 
The following is from his speech of October 2d, 1851: 

' ' From the queen herself we received a mark of attention 
rarely accorded even to the highest among her own subjects ; and 
I was given to understand that it was not only a courtesy extended 
to myself and friends, but also a proof of the estimation in 
which she held our country, thereby giving a significance to the 
compliment infinitely more acceptable and valuable. Long may 
the bonds of kindred affection and interest that bind us together 
at present, remain unbroken. 

" As a further proof of the feeling of the government and 
people towards us I will mention the following act of kindness : 
We had the misfortune, the day before the race with the Titania, 
to knock off a part of our outer shoe. This rendered it necessary 
that we should haul her out ; and we repaired to the government 
dock at Portsmouth for this purpose. On the instant the applica- 
tion was made an order was issued by the admiral to repair her in 
the shortest time possible. If you could have witnessed the vigor 
and good-will exhibited, from the admiral down to the humblest 
mechanic of the yard, to complete her for the next day's race, 
you would, I am sure, have felt the obligation (rendered so doubly 
binding by the manner in which it was tendered) as deeply and 
sincerely as ourselves that no cause of quarrel should arise to 
separate two nations that want but to be better acquainted with 
each other's good qualities to become and remain fast friends. 
She was docked at twelve, and finished at eight o'clock that even- 
ing. For this important service no remuneration, in any shape or 
way, would be listened to. The admiral, in expressing the pleas- 
ure it gave him to do us a service, endeavored to prevail upon us 
to believe the obligation to be altogether on his side. I trust, with 
confidence, that if occasion should occur, this delicacy and feeling 
will be as promptly and as delicately reciprocated." 

Col. Hamilton states that though the day on which the America 
was docked was wet, "hundreds went to Portsmouth to see her 
on the ways." Referring to the courtesies shown the vessel's 
owners, he says : 

[31] 



['«5.] THE LAWSON HISTORY 

" Orders were given to the officers of the customs to allow our 
vessel to enter, and all we had on board to be landed without any 
of the usual observances. This civility was most grateful because 
it was entirely gratuitous, and freed us from much trouble. I 
have great pleasure in referring to the courtesy with which we 
were treated by all persons with whom we met, and the spirit 
with which they accepted their defeat. Nothing could be more 
manly or in a better spirit. Their expressions of congratulations 
to us were in the most remarkable spirit ; so much was this so, 
that I remarked to a lady, ' Your friends do not seem to feel any 
mortification or even dissatisfaction at their defeat.' ' Oh ! ' said 
she, ' if you could hear what I do, you would know that they feel 
it most deeply.' " 

Lord Wilton, the day after Titania's race, wrote Col. Hamilton : 

Dear Mr. Hamilton, — I must congratulate you upon the 
success of the America yesterday, which was complete. I 
enclose you the stakes, that were deposited with me before the 
race. My address in London is 7 Grosvenor Square. I 
must now bid you farewell, as I leave this station for London 
to-day ; but I hope the period will not be far distant when I 
shall have the pleasure of seeing you again. I beg that you 
will kindly convey my adieus to the Commodore and his 
brother. And I am always. 

Yours very truly, 

Wilton. 

The "mark of attention" from the Queen, referred to by 
Commodore Stevens, was the visit to the America by Her Majesty, 
accompanied by the Prince Consort and their suite, at Osborne, 
the day after the race. The Queen spent half an hour on board. 
Description of what honest ' ' Old Dick ' ' Brown did with himself 
during this visit would have made an interesting narrative. It 
may be hazarded that the valiant old Sandy Hook skipper stowed 
his quid and bore himself with simple dignity. 

Col. Hamilton gives an account of the visit as follows : 
"After the regatta. Col. Phipps informed Commodore Stevens 
by a note, that if the America would fall down to opposite Osborne 
House, Her Majesty would visit the America, to which in the 
absence of the Commodore, I replied that the yacht would be at 
anchor opposite Osborne House at four o'clock p. m. After getting 
all things in order this was done. Lord Alfred Paget,* who was 

* Lord Alfred Henry Paget was born to yacht- tired in 1881, with the rank of general. He was 

ing, his father, the Marquis of Anglesey, having clerk marshal to the Queen from 1 846 to his death, 

christened him by dipping him head foremost into and was manager of the earlier yachts of the present 

the ocean from the deck of his yacht Pearl. Lord King. His death occurred on board his yacht Violet, 

Alfred entered the Horse Guards in 183a, and re- near Inverness, August 24th, 1888. 

[32] 



THREE SCENES AT ISLE OF WIGHT 

From pen drawings by C. Chase Emerson, after photographs by 
N. L. Stebbins. 



COWES ROADS 



THE ROYAL YACHT SQUADRON CASTLE 
AT COWES 



OSBORNE HOUSE 



moiw ^o-3J8r'TA' ea!M308 iaa*«r 



saAO^a 8awo3 



SaWOD TA 






y.'f-...,.. 



of THE AMERICA'S CVP c««5x] 

one of the Queen's attendants, then off duty, went down with us. 
Her Majesty and the Prince Consort, with four gentlemen and two 
ladies (Lady Desart and Miss Bing) came off with her barge, 
sailed round the vessel, and came to at the port gangway ; where 
she and her husband were received by the Commodore and con- 
ducted to the quarter-deck, — the attendants, ladies and gentlemen, 
remaining forward of the main rigging, the two ladies on one side, 
and the gentlemen on the other. Lord Alfred presented us by 
name, and we had an agreeable chat. Her Majesty congratulating 
us on our success at the regatta. To our surprise, and that of all 
present, the reserve and those forms generally observed in the 
presence of majesty, were entirely done away. When I remarked 
upon this at the club, the explanation given was, that as we were 
her hosts, of course, we were put upon an equality with Her 
Majesty. After awhile, she expressed a wish to go below. The 
Commodore took Her Majesty's hand to help her to the cockpit, 
and then took her through the vessel, as I did the Prince. Her 
Majesty was particularly struck with the arrangement of the 
ballast, which was peculiar, and asked to see the accommodations 
for the crew. The whole thing went off well. I took an oppor- 
tunity to go to speak to Lady Desart, whom I had seen before on 
board the yacht at Cowes, and asked her and Miss Bing to come 
aft. She said ' Oh ! no, that would not do, this is our place.' " 

A contemporaneous account of the visit states that on Her 
Majesty's nearing the America, "the n.-tional colors of that 
vessel were dipped, out of respect to Her Majesty, and raised 
again when Her Majesty had proceeded on board," and that 
' on Her Majesty's leaving, the American colors were again 
dipped." 

As Victoria was much impressed by the America and the 
vessel's performance in the Royal Yacht Squadron regatta, it was 
generally expected the American craft would compete for the 
Queen's cup, to be sailed for Monday, August 25th. But there 
not being a six-knot breeze at the start, the America did not 
enter — be it regretted. The breeze strengthened as the day 
advanced, and the America went out, starting an hour and a 
half after the fleet and coming in a few minutes after the winning 
yacht. The London Illustrated News described her sailing as 
follows : 

" Just before the vessels got in, the raking America was seen 
making her way around the Nab Light, and, with a most ex- 
traordinary movement, made one reach from the light to Stoke 
Bay, and by another tack, rounded the Brilliant in gallant style. 
To accomplish the same feat that the America had performed, 
the Alarm took ten tacks, and the Volante at least twenty for the 
same distance. Had the America, therefore proceeded into the 
3 [ 33 ] 



['«5x] THE LAWSON HISTORY 

match at the appointed hour, there can be no doubt that the same 
fortunate result would have greeted her as at Cowes last week," 

It will be seen that beyond question the America did not 
compete for the Queen's cup of 1851. Had she done so she 
would have won it, in all probability, by an hour's margin. 
Whether such an event could have added anything to the record 
of the last half-century of yachting is a matter of conjecture. 

From the morning of her first appearance in English waters 
the America was a source of wonderment to all classes at Cowes 
and the other ports where she appeared. 

There was at one time a very general impression among 
the lower orders of the people about the docks at Cowes," says 
Col. Hamilton, "that the America had a propeller which was 
artfully concealed ; and our crew amused themselves by saying 
to the boatmen who came alongside with visitors (there were 
thousands, as people of all classes were permitted to examine the 
vessel) : ' In the stern-sheets, under the gangway, there is a 
grating which the Commodore does not allow any person to open.' 
And, indeed, this opinion was entertained by persons not of the 
lower class alone. A sporting clergyman said to a gentleman, 
who repeated it to me : I would not wager a guinea against the 
Yankee craft ; but I will give a hundred to see her bottom.' 

"The old Marquis of Anglesey went out with his yacht, the 
Pearl * (one of the best sailers of the squadron) , taking with him 
Mr. Steers, one of America's crew, the brother of Mr. George 
Steers, the builder, to sail about the harbor. The America went 
after her under a mainsail and jib only, and passed her without 
difficulty. The master of the Pearl said, ' Your lordship knows 
that no vessel with sails alone could do that.' When the America 
went slowly, he said, ' Now it is stopped ; ' and when she went 
on, 'Now it is going.' These remarks of the master were not 
unheeded by the Marquis, and Steers said nothing to contradict 
them — he enjoyed the jokes. When the vessels came to anchor, 
the Marquis's boat was manned; he came aboard the America; 
and after a salutation he went to the stern, leaned over so far that 
the Commodore took hold of his leg to prevent him from going 
over — he was looking most eagerly for the propeller." 

Col. Hamilton states that the illusion about the America's 
propeller, " which," he says, " was indulged because it was sooth- 
ing to wounded feelings," was not dispelled until the vessel was 
docked at Portsmouth. And this was forty years before schooners 
carried auxiliary motors that can be stowed out of sight ! 

* Pearl was built in 1820 for the Marquis of An- sioner of the marquis. She was the first yacht to 

glesey — known as " the father of British yachting ' ' have the distinctive cutter rig, and was a noted racer 

— by Philip Sainty, a famous builder of smugglers' and cruiser in her day. The picture of Pearl given 

luggers at Wivenhoe, who in his old age was a pen- in this book is from an authentic painting. 

[34] 



^THE AMERICA'S CVP c^si] 

With the America the EngUsh received a revelation. When 
the Marquis of Anglesey, who was 80 years of age and whose 
memory extended back to Nelson's days, saw her first he ex- 
claimed, "If she is right we must all be wrong." 

The America represented in model many things the English 
yacht-builders had failed to embrace in their type of schooner. 
There was a tradition in England, surviving the days of the 
Merry Monarch and his high-pooped and broad-bowed royal 
yacht, that a vessel to be good must have the most of her beam 
"in the eyes of her," as a Yankee sailor would say. The type 
was distinguished by the "apple bow," a term sufficiently 
descriptive to need little explanation. 

The America's greatest width was near amidships and her 
beam was carried well aft ; her bows were long and slightly con- 
cave, her lines graceful, unlike the English models, and instead 
of pushing the water ahead of her she glided through it. 

While the English schooners were bluff-bowed, and tapering 
in their after-body, their cutters of the period were extremely 
narrow, being veritable planks on edge. They went well off the 
wind, but on the wind the America pointed so much higher she 
could sail about them in circles and still beat them, it being 
shown that she made but about three tacks to cover the dis- 
tance an English cutter could not make in a dozen. 

Contemporary English comment on the America was char- 
acteristically frank. " Our first idea," said a writer of the 
period, ' ' was that the secret of her success lay in the formation 
of her hull, — that long sharp entrance with flanched-out upper 
works giving the appearance of a great hollow in the fore-body 
lines, had never been seen in any English schooner. The posi- 
tion of the midship section was not unknown to us ; the formation 
of her stern was new, and her upright sternpost was at variance 
with our practice. Our builders admitted, if not publicly at 
least tacitly, that her hull was perfection. . . . Half the success 
of the America resulted from the exquisite proportion, cut, and 
material of her sails. I doubt much whether their equals have 
ever been seen since." 

The America's sails being made of machine-made cotton 
duck, a fabric not then used in England, and cut to set flat, they 
presented vast superiority over the loose-woven flax canvas English 
sails, with their great flow. An old English sailor was quoted as 
saying on seeing the America's sails, " A craft should sail with stuff 
like that over her ; it is more like veneer board than canvas." 

Captain A. J. Kenealy of New York, one of the best-informed 
writers on yachting on either side of the water, an old sea-dog, 
and English by birth, thus summarizes the reasons for America's 
success : 

[35] 



['«5.] THE LAWSON HISTORY 

The model of America was designed with a special regard 
to stability. She was a sea-going craft, as well as a fast yacht, 
and with her long and somewhat hollow bow she had a cleanness of 
after-body which is, even at this day, worth copying. . . . George 
Steers in his design of America took care to produce a model in 
which the centre of buoyancy was not at a ridiculous angle with 
the centre of the load water-line. He had hosts of imitators in 
England, and the result was that those who thought they had 
copied him were completely at sea when they tried to balance 
their ships, — that is, to give them such a lateral plane as would 
bring the centre into the proper relation with the fixed point 
already determined. This could not be done, and the rig put 
on them had to be shifted back and forth until the required equi- 
librium was attained. There was, therefore, in several of the 
imitations of America, one force acting against the other, the evil 
effect of which became especially manifest when they were sub- 
jected to heavy pressure, whUe in the America the harder it blew 
the faster she sailed. The chief defects in the English boats 
referred to, such as Gloriana, built by Ratsey in 1852, and 
Aquiline, built by Harvey in the same year, were that they were 
all bow, leaving nothing for after-body, and, moreover, especially 
short-bodied under water. Their sea-going qualities were not, 
therefore, of the kind that a naval architect could be proud of." 

With regard to the America's sails Mr. George L. Watson, 
the well-known Scotch designer, has this to say : 

"Previous to America's advent our British-made sails were 
most baggy productions, kept decently flat only by drenching the 
luffs with water, a process called ' skeating. ' This defect could not 
altogether be laid at the door of our sailmakers, as they did fairly 
well considering the material they had to work with ; but flax 
canvas at that date was still made by hand and was little firmer in 
texture, if indeed as firm, as the unbleached merchant canvas of 
the present day. America's sails were of machine-spun cotton, 
and, further, were laced to the booms." 

Captain Kenealy further says : ' ' The sailing of the America 
formed an important epoch in the yachting history of the world. 
It demonstrated that British yachtsmen had much to learn in 
yacht naval architecture, and also in the smart handling of pleas- 
ure craft after being put in commission. There is no doubt that 
this splendid American schooner did more to develop the art of 
yacht naval architecture than any other craft. She put the Brit- 
ishers on their mettle, impelled them onward in the right direction, 
and taught them new ' wrinkles ' of construction, shape, and rig." 

Writing in Harper's Magazine of August, 1883, J. D. Jerrold 
Kelley had this to say of the effect of the America on British 
yacht designing : 

[36] 



BRILLIANT 

whose ow7ier protested the America's victory in the Royal Yacht Squadron 
regatta of August 22d, i8ji. Frofn a lithograph print in " Hunfs 
Yachting Magazine " for April, 1833. 



THE MARQUIS OF ANGLESEY'S PEARL 

The first vessel to have the cutter rig. From a lithograph pritit m 
"■Hunfs Yachting Magazine " for December, i8j2. 



of THE AMERICA'S CVP C'^sx] 

"In those days the sport was a restricted enjoyment, and 
EngUsh yachtsmen sat at the feet of marine Gamaliels who had 
fought with Nelson at the Nile ; choleric old gentlemen these were 
generally, and of that Benbow school which believed seamanship 
was nothing if not naval ; that he who handled a frigate was master 
of a yawl, and that all science of ship construction was rounded 
by the aphorism that there was nothing to equal ' cod's head and 
mackerel's tail,' and a bellying sail to drive them. Hence the 
fine, long, hollow entrance, the easy sections, and the beamy after- 
body of the America were squalls they could not luff through, 
though in truth the model was only cod's head and mackerel's tail 
turned endwise. But they were too much for the elders, and a 
legend tells us that one murky, southwesterly Saturday night after 
unlimited grogs, and just as eight bells were striking, mine 
ancients, laden with models, stood spectrally out of their club- 
houses and tacking down the landing stairs beat up solemnly for 
the pilotless narrows which lead to Fiddler's Green, where all 
good sailors go. 

' ' Fortunately for the adoption of the theories illustrated by the 
America, a boat is so largely a question of environment that the 
exigencies of English yachting did not arrest the reaction. Had 
our schooner been of the shallow, centre-board type, nothing might 
have resulted, but being deep, fast, safe, and roomy, the conserva- 
tive mind accepted her, and for some years English shipbuilders 
contented themselves with reproducing her lines. 

' ' Not that her type was new, either here or abroad, for in our 
own country Steers had built a number of successful boats based 
upon the principles which afterwards made the America famous ; 
and in Europe, among the Swedes especially, the true path had 
been discerned, and the wave-line theories which she illustrated 
had been adopted long before her day. As early as 1848 the 
[cutter] Mosquito, an iron boat, 40 tons measurement, and of 
beautiful proportions, was designed in England ; and novel and 
successful as she was at that time she would be to-day a notable 
example of the long, hollow bow and cycloidal design to which so 
many of the yachts of this decade are primarily indebted for their 



success. 



It was about this period also that English shipbuilding had 
its revival. The repeal of the obnoxious navigation laws, which 
enabled ships to be bought in any market ; the adoption of our 
models, and the employment of our clippers ; the improvements 
made in their design by tentative processes and the growth of 
commerce ; the larger knowledge of the sea, and the increase of 
wealth and of leisure — all these combined to develop a ship con- 
struction which demanded something more, both for racing and 
for pleasure craft, than a blind dependence upon precedent, or an 

[37] 



C'«5.] THE LAWSON HISTORY 

unshaken faith in rule-of-thumb modelling. Free ships meant 
many ships, and with a necessity for the best vessels the attain- 
ments of the designers went hand in hand. Old theories of naval 
architecture were found to be delusions, old practices were shown 
to be snares, until finally there came a day when it was not treason- 
able to believe that the success of the America was so much a 
matter of hull plan, sail fit, mast rake, and seamanship, that 
improvements in body form were still possible. She was not alto- 
gether suited to British theories nor to the rigorous necessities of 
British waters, and many new and mtelligent departures were 
made." 

The career of the America is no less interesting than the 
lessons she taught, for at the end of fifty years of active service 
she is still afloat, or, to be exact, a yacht America is still afloat, 
bearing a marked resemblance to the winner of the Royal Yacht 
Squadron trophy of 1851, which has so long borne her name, and 
having the same lines under water, but in fact the same vessel in 
character and name only. Like many another famous craft she 
has been rebuilt so completely by ' ' repairs ' ' from time to time 
that probably not a single complete stick of her original timber 
remains. To all who see her she is still the same America how- 
ever, as much as the Constitution with hardly an original stick in 
her is still Old Ironsides of glorious memories. 

After her race against Titania, August 28th, 1851, the America 
was sold * by Commodore Stevens, acting for all the owners, for 
£5,000, to Lord John de Blaquiere, an officer in the Indian army, 
who cut down her spars five feet, stiffened her with iron braces, 
which impaired her speed, and raced her the remainder of the 
season of 1851 and the next summer with an English crew, losing 
to the cutters Mosquito and Arrow, July 22d, 1852, in a Queen's 
cup race, by less than two minutes, and winning, October 12th, 
1852, from the Swedish schooner Sverige, the latter quite as much 
a clipper as the America, and considerably larger. 

The Swedes at that time were building the finest schooners in 
Europe. They adopted the lines of the America, which were 
more like their own than were the Enghsh, and in the spring of 
1852 launched at Stockholm their copy of the famous American 
schooner, which, like the America, was named for the country in 
which she was built. She had the clipper bow carried to extreme, 
with a bowsprit but eight feet outboard. She was 280 tons Brit- 
ish registry, against the America's 208. Her dimensions were : 



* The first cost of the America, as has been her winnings from the Titania, JjSjoo, added to her 

shown, was ^20,000. The expenses incurred in purchase price, ;?25,ooo, made ^25,500 which she 

talcing her across and racing her were about ^3, 750, brought in, the vessel's owners actually made a 

according to Colonel Hamilton, so that she repre- profit of about ^1750 in their venture, though 

sented an outlay of about $23,750 when sold. As doubtless they hardly expected to do so. 

[38] 



^THE AMERICA'S CVP [^^so 

Length over all 111 feet, beam 25 feet, deck to keelson 11 feet, 
draft, aft, 12 feet, forward 7 feet 6 inches, mainmast 92 feet 6 
inches, foremast 87 feet 6 inches, maintopmast 18 feet, foretop- 
mast 18 feet, main-boom 58 feet 6 inches, main-gaff 30 feet, 
fore-gaff 30 feet. 

The match with Sverige was the first challenge match the 
America's English owner could secure for his vessel. It was for 
£100, the course to be from Ryde Pier to a point twenty miles 
to leeward of the Nab light, and return, the wind to be seven 
knots or better at the start. Studdingsails were not allowed, and 
the start was to be from anchor, by slipping cables. Lord de 
Blaquiere, owner of the America, and Nicholas Beckman, Esq., 
of Stockholm, owner of Sverige, sailed on their respective vessels. 
Mr. Beckman had a mixed crew of Swedes and English, and 
steered his vessel himself. He was accompanied by Commodore 
Gordon of the Royal London Yacht Club. The wind at the start 
was E. N. E., a smart breeze. Each vessel carried mainsail, 
fore-and-aft foresail, staysail, maintopmast-staysail and gaff-top- 
sail. Sverige led the America around the mark vessel by 8 m. 
26 s. In rounding the mark she carried away the jaws of her 
main- gaff, which had to be lashed up and favored in the beat 
home. At the Nab, the weather being thick, the Swedish vessel 
overstood the light twenty minutes. She finished 26 m. behind 
the America. The America proved quicker in stays, and handier 
in turning to windward than the Swede, while the latter was not 
well handled, owing partly to confusion among her mixed crew in 
understanding orders. In this race the cutter Wildfire, forty- 
seven tons, of the Royal Victoria Yacht Club, beat the America 
15 m., 38 s., and the Sverige 7 m. to the outer mark, but did 
not finish with the racers. 

Lord de Blaquiere followed the example of Commodore Stevens 
in throwing down the gauntlet for the America to all England, but 
found no one willing to sail him among his countrymen. A 
challenge posted by him the day before the race with the Sverige, 
offering to sail any vessel in England — not of American build — 
for from £500 to £1000, found no takers. 

In February, 1852, while her owner was cruising in her in the 
Mediterranean, the America passed through a four-days' gale on 
a passage from Malta to Gibraltar, laying to many hours off 
Valetta, and settling forever all doubts as to the ability of her 
model to stand hard usage at sea. 

Lord Templeton bought the America from Lord de Blaquiere, 
and after using her one summer laid her up, in 1854, at Cowes, 
where she remained until 1859. In that year she was hauled out 
at Pitcher's yard in Northfleet, near Gravesend, and was found to 
be dropping apart from dry rot, caused, no doubt, by lack of proper 

[39] 



['«sx] THE LAWSON HISTORY 

ventilation while laid up. It might be said that the original 
America ended her career here, if ships did not have a way of 
taking on new life and of retaining their personality, so to speak, 
no matter how often they are rebuilt. The owner of the North- 
fleet yard bought the America at the price of old junk and rebuilt 
her at his leisure, being a keen man and desirous of preserving 
the famous model. Americans should count themselves indebted 
to him. Her frames were replaced with new oak ones, and her 
planking with teak and elm. She was made stanch and shipshape 
throughout, as good as new in fact, and started forth again when 
finished ready for many years of service, for she was not again re- 
built until 1880, in Boston. She left the yard at Northfleet minus 
the golden eagle and scroll that had adorned her stern, and for 
years that patriotic emblem graced the parapet of the Eagle Hotel 
at Ryde, a sign of a publican. 

In 1860 the America was sold to H. E. Decie, Esq., who named 
her Camilla, cruised with her in the West Indies, and raced her 
in the summer of that year in England, with indifferent success. 

She is next heard of on this side of the water, having been 
bought from her English owner by some person in Savannah, 
where she arrived in April, 1861, via Porte Grande, Cape de 
Verde Islands. Her purchaser's name has not been preserved 
in the custom-house records. 

At Savannah a gun was mounted on her, and she was fitted 
out as a blockade runner and despatch boat for the Confederacy, 
being called the Memphis. No connected history of her adven- 
tures in this picturesque period of her career has been preserved. 
The Northern blockading fleets caught occasional glimpses of her, 
and on one occasion she was chased by the frigate Wabash while 
running the blockade of Savannah, but escaped scot-free. Her 
speed was great enough in a strong breeze to allow her to run 
away from even the best steam vessels of the blockading fleets, 
while in light weather she was generally hidden in some protected 
anchorage, or was outside the sphere of the blockaders. 

In April, 1862, when the U. S. gunboat Ottawa steamed up 
the St. John's River on her way to take Jacksonville, her crew 
noticed the spars of a sunken schooner in the river, and on inves- 
tigation found the vessel to be the famous America. Commander 
Thomas H. Stevens, of the Ottawa (afterward rear admiral), a 
veteran of two wars^ subsequently waived all right to prize money 
for the capture of the vessel through patriotic motives, on condition 
that she be turned over to the government for the use of the mid- 
shipmen at Annapolis. 

This was done, and for several years the America, her old 
name restored, served nominally as a practice-ship for the cadets 
of the naval academy. 

[40] 



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^THE AMERICA'S CVP c^si] 

Writing in 1884 of this period of her career, J. D. Jerrold 
Kelley, then a lieutenant in the U. S. navy, thus referred to the 
affection felt by young American sailors for the yacht : 

' ' What memories cluster about the America, both for her 
victories and for the revolution she caused in ship construction; 
though it is true that she was not the first of her type either here 
or abroad, as vessels built upon the principles she illustrated had 
been designed, and had gained a great reputation, before her day; 
but it was her success that gave to yachting the greatest impetus 
it has ever known, and even yet she is the most famous yacht in 
the world, and the winner of victories the remembrance of which 
still fires the American heart, 

' ' I know in my early service days we gloried in her as in no 
other thing which floated, save the Constitution, Cumberland, and 
Monitor; and looking back I can recall many a night when the 
peace and quiet of Gardiner's Bay would be broken by the chorus 
of a hundred boyish voices singing : 

♦ where did she come from ? New York town ! 
who was her skipper ? Old Dick Brown ! ' 

' ' And how heartily and with what faith we roared the rude 
old ballad, for there she was in all her beauty right alongside of 
us, a tender to that little squadron which included those dear old 
dead and gone ships, all ancient sloops and frigates, the Marion, 
Macedonian, and Savannah, wherein the middle-aged lieutenants 
of to-day were taught to hand, reef, and steer, and to keep an 
anchor watch." 

After being fitted out and raced by the navy department in the 
first defence of the cup, — mention is made more fully of this 
chapter in her career in another place, — the America did not 
again appear in public view until put up at auction August 26th, 
1870. Gen. B. F. Butler bid her in, through Col. Jonas H. 
French, a friend, for $5,000, a ridiculously small sum in view of 
the value of her fittings. There was no clear title to her, a prize 
court never having condemned her. Gen. Butler was willing, 
however, to take the chance of her former owner of blockade-run- 
ning days appearing to claim her. At this date she is still in his 
family, being owned by Butler Ames, Esqr., of Lowell, Mass., a 
grandson of Gen. Butler. In winter she is laid up at Chelsea 
bridge, Boston Harbor, within rifle-shot distance of the berth of 
superannuated Wabash, used as a receiving ship for recruits at 
the Charlestown navy yard. 

Gen. Butler raced the America with varying success, and made 
many cruises in her. Toward the end of his life he was forced 
to confess, much against his will, that she was outclassed by 
vessels of newer design. The queen of the seas in 1851 was no 
longer queen thirty years after. 

[41] 



C'«sx] THE LAWSON HISTORY 

One of the America's first matches under Gen. Butler's owner- 
ship was against the schooner Resolute, Rufus Hatch charterer, 
ofF the Isles of Shoals, over a forty-mile course, best two out of 
three races, for a $500 cup. The America won two straight. 
In 1876, in connection with the Centennial exposition at Philadel- 
phia, a race was sailed from Sandy Hook to Cape May and 
back, which the America won from the schooner Alarm, owned by 
Commodore G. L. Kingsland. On July 7th, 1876, the America 
went on Brigantine Shoals and was badly damaged. On being 
overhauled at New York, where she was towed for repairs, it was 
found that her keel was entirely gone and her garboards much 
splintered. The America was last in the Brenton Reef challenge 
cup race off Newport later in the same season, being beaten by the 
Idler, Wanderer, and Tidal Wave. 

In the winter of 1880 the America was practically rebuilt by 
D, D. Kelly of East Boston, from plans by Edward Burgess. She 
was given new hackmatack timbers, new planks from four strakes 
below the water-line, new deck-timbers, and new ceiling of pine. 
An overhang of six feet six inches was put on her stern and her 
cabin was refitted. 

In August, 1881, Gen. Butler, always ready for a race, pitted 
the America against the full- rigged ship North American, bound 
out of Boston. The yacht accompanied the ship 500 miles out to 
sea and beat her. 

In the winter of 1881-82 the America made a cruise to the 
West Indies, — her first cruise in those waters had been twenty- 
one years before, it will be recalled, under the English flag, — 
and her log shows that on the run from Nassau to Havana she 
made 400 miles in forty hours, 260 miles being logged in the first 
twenty-four hours of the run. 

In 1885 the America, which did not show as much speed as 
Gen. Butler thought she should in racing with more modern schoon- 
ers, was put in the hands of Edward Burgess for the purpose of 
making her as much up-to-date as possible. She was given new 
spars, her sail plan was altered, her jib-boom taken off, and a 
single-stick bowsprit put in ; a lead keel, weighing 25 tons, was 
bolted to her oak keel, and she was given a suit of racing sails. 
The dimensions of her spars were then as follows : Mainmast 79 
feet ; foremast 77 feet 6 inches ; bowsprit 35 feet ; main -boom 
56 feet ; fore-boom 2-8 feet ; main-gaff 28 feet ; fore-gaff 27 feet ; 
maintopmast 33 feet ; foretopmast 31 feet. 

In the spring of 1885 Gen. Butler offered the use of the 
America to the New York Yacht Club in tuning up the boats to be 
sent against the Genesta. The offer was not accepted. Under 
her new sail plan the America raced in the annual regatta of the 
Eastern Yacht club off Marblehead, June 30th, 1885, in a class 

[42] 



SVERIGE 

Swedish schootier bicilt to race tlie Ainerica. 
From a lithograph print in ''Hunfs Yachtiiv^ Mai;azinc" for January- 
'833- 




THE AMERICA IN A STORM OFF VALETTA, 
MALTA, FEB. 2d, 1852 

From a lithograplt print in '' Hiinfs Yachting- i\Li::^azin,'" for September, 

I8j2. 





<?/THE AMERICA'S CVP 



[1851] 



with the keel schooners Gitana, Fortuna, and Mohican, and cen- 
tre-board schooner Phantom, all of which beat her in a fine breeze, 
the Fortuna, winner, by about 40 minutes. Gen, Butler not being 
satisfied, a special match was arranged for a stake of $500 be- 
tween the America, Gitana, Fortuna, and Mohican. The race 
was sailed off Cape Ann July 9th, in a whole-sail breeze and the 
America came in last, being again beaten about 40 m. by the 
Fortuna, winner. 

This ended the yacht's career as an aggressive racer, though 
she has been in many club regattas and cruising runs, and is still 
able to hold her own with the average of the larger schooners in 
the cruising fleet. Every summer when the great single-stick 
cup defenders, past and present, are showing their paces off 
Newport, the America, proudly pointed out by all, is on the scene, 
affording a fine thrill for the patriot who views her and a good con- 
trast with the metal racing-machine of the present day. 




[43] 



[,gs«-iS7o] THE LAWSON HISTORY 




THE AMERICA'S CUP IS ESTABLISHED 
AS AN INTERNATIONAL TROPHY, AND 
DEFENDED: 1857-1870. CHAPTER IV. 

llHEN Commodore John C. Stevens returned to this 
country from England in September, 1851, he 
brought with him the cup won by the America on 
the 22d of August from the fleet of the Royal 
Yacht Squadron. It was the property of Com- 
modore Stevens and his fellow-owners in the 
America — Edwin A. Stevens, George L, Schuy- 
ler, Hamilton Wilkes, J. Beekman Finlay, and 
Col. James A. Hamilton. It may be imagined 
with what pride the owners of the cup displayed it to their friends 
on the occasion of the dinner tendered Mr. Stevens and his asso- 
ciates at the Astor House on his return. 

The appearance of the cup, with its ewer shape, and elaborate 
decoration of shields, panels and scrolls, is so familiar to the Ameri- 
can public that reference to it here is necessary only in detail. 
The trophy is twenty-seven inches high, thirty-six inches cir- 
cumference of body and twenty-four inches of base, and weighs 
one hundred and thirty- four ounces. It is not a cup, properly 
speaking, but a cylindrical vessel open at both ends, and incapable 
of holding liquids. It was made in 1851 to the order of the Royal 
Yacht Squadron by Messrs. R. & S. Gerard, Panton Street, Lon- 
don, and bears the makers' stamp, as well as the English hall- 
mark. All its shields and scrolls are now filled with inscriptions, 
one dedicating the cup to the America, and twelve for the various 
matches sailed for it, or thirteen in all. A curious feature of the 
inscription recording the first race is that the name of Aurora, which 
vessel was second in the race, does not appear on the cup (mak- 
ing it literally true, in the record, at least, that " there is no sec- 
ond"), while the names of vessels defeated in this race, as given 
on the cup, number thirteen. The text of the inscriptions on the 
cup will be found at the end of this book. 

The cup originally being the property of the winners, each 
one of the five felt a sense of ownership in it, and it was fre- 
quently displayed on their dinner-tables, on occasions of social 
gatherings, being kept first in the house of one, and then of 
another. At one time the owners thought of having the cup 
melted, so that each one of them could have a medal made from 
the silver in it, properly stamped or engraved with date and 
inscription commemorative of the race in which the cup was won, 

[ 44 ] 






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of THE AMERICA'S CVP [^^sy-syo] 

each medal to be kept as an heirloom in the family in which it was 
held, and preserved in a frame or velvet-lined box.* This idea 
died a natural death. Some of the original five owners died, and 
the cup remained in the possession of the survivors until the 
thought took shape in the brain of George L. Schuyler that it 
should be made an international trophy. The other surviving 
owners agreed with Mr. Schuyler that this be done, and the cup 
was conveyed to the keeping of the New York Yacht Club, on 
July 8th, 1857, under the following conditions, which constitute 
what is commonly known as the ' ' original deed of gift ' ' : 

Any organized yacht club of any foreign country shall 
always be entitled through any one or more of its members, 
to claim the right of sailing a match for this cup with any ' 
yacht or other vessel of not less than thirty or more than three 
hundred tons, measured by the custom-house rule of the 
country to which the vessel belongs. 

The parties desiring to sail for the cup may make any 
match with the yacht club in possession of the same that may 
be determined upon by mutual consent ; but, in case of dis- 
agreement as to terms, the match shall be sailed over the 
usual course for the annual regatta of the yacht club in 
possession of the cup, and subject to its rules and sailing 
regulations — the challenging party being bound to give six 
months' notice in writing, fixing the day they wish to start. 
This notice to embrace the length, custom-house measurement, 
rig and name of the vessel. 

It is to be distinctly understood that the cup is to be the 
property of the club, and not of the members thereof, or 
owners of the vessel winning it in the match ; and that the 
condition of keeping it open to be sailed for by yacht clubs of 
all foreign countries upon the terms above laid down, shall 
forever attach to it, thus making it perpetually a challenge 
cup for friendly competition between foreign countries. 

The New York Yacht Club, after accepting the cup, sent notice 
to all foreign clubs, under date of July 21st, 1857, of their 
assumption of the trust, and inviting "spirited contest for the 
championship," promising all challengers ' a liberal, hearty wel- 
come, and the strictest fair play." 

Eighteen years were destined to pass between the winning of 
the cup by the America and the first challenge for it. The reasons 
for this lapse of time without a contest for the trophy may be 
easily discerned. English yachtsmen were digesting the food for 

* Mr. Philip Schuyler, son of George L. Schuyler and grandson of Col. James A. Hamilton, is 
authority for this interesting statement. 

[45] 



[1857-870] THE LAWSON HISTORY 

thought the America had given them and profiting by the lesson, 
while during five years of war beginning with 1860, the United 
States had other things to think about than yachting. 

The revival of the sport in this country was brilliant, and 
attracted the attention of the world. As the Yankees were the 
first to send a yacht across the Atlantic ocean, they were the first 
also to arrange an ocean race between yachts. Such a race was 
sailed in the winter of 1866, between the schooners Henrietta, 
owned by James Gordon Bennett, Commodore of the New York 
Yacht Club, the Fleetwing, owned by George and Franklin Osgood, 
and the Vesta, owned by Pierre Lorillard. The stake was the 
princely sum of $90,000. Henrietta, built by Henry Steers 
at Greenpoint, was 205.4 tons, 107 feet overall, 22 feet beam, and 
1 1 feet draft ; Fleetwing, built by Van Deusen in New York, 
was 206.1 tons, 106.6 feet overall, 23.8 feet beam and 11.8 draft; 
Vesta, built by Carll at City Island, 110 overall, 24.6 beam, 
and 7.6 draft, with a centre-board giving a draft of 15 feet. The 
start was from Sandy Hook lightship December 11th. The winner 
was Henrietta, in the fast time of 13 days, 21 hours and 55 
minutes. The time of Fleetwing was 14 days, 6 hours and 
10 minutes, and of Vesta 14 days, 6 hours and 50 minutes. 
The yachts had high westerly winds all the way, and there was 
no beating to windward in the race, which was the hardest contest 
ever experienced by pleasure craft. Fleetwing was swept by a 
sea on the 19th of December, and six of her sailors were washed 
out of the cockpit and drowned. 

This race is worthy of mention in connection with the Amer- 
ica's cup because of its effect in England. Interest in American 
yachting, which had been crushed by the war, was revived by the 
race of these three clipper vessels. Another event, following this 
race by a year and a half, which was to sustain the revival imtil 
something should come of it looking to an international match, was 
the arrival of the American schooner Sappho in English waters, in 
the summer of 1868. She had been built on a venture by C. & 
R. Poillon of Brooklyn. Her lines were very fine, and her dimen- 
sions were as follows : Length on deck 133 feet 9 inches ; length 
on load water-line 120 feet, length on keel 108 feet, breadth of 
beam 24 feet 9 inches, depth of hold 10 feet, draft 12 feet 6 
inches. She was the largest yacht built up to that time in the 
United States, and great things were expected of her. Her first 
performance in English waters was not encouraging. In a race 
round the Isle of Wight, over the same course as that sailed by 
the America in 1851, she was beaten by four schooners, includ- 
ing Cambria, owned by Mr. James Ashbury.* Sappho was in 

* James Ashbury was the son of a wheelwright, foundation of a fortune. He was a native of Man- 
who invented a railway carriage, and thus laid the Chester, but resided in London. Though possessed 

[46] 



of THE AMERICA'S CVP 



[1857-1870] 



cruising rig, and had on board several tons of stone ballast she 
had carried across the ocean. She was not, therefore, at her best. 
Her performance, however, was a blessing in disguise to the sport 
of international racing, for it gave Mr. Ashbury the idea that he 
could easily defeat any American yacht, since this was the clipper 
of them all. He therefore addressed a communication to the New 
York Yacht Club, October 3d, 1868, that was broad enough to 
show him to be, in his aspirations at least, considerable of a sports- 
man. While his communication was tentative rather than definite, 
it had the effect of a specific challenge. Its conditions were : 

First. I propose that during or before the season of 1869 
the New York Yacht Club select their champion schooner of a 
tonnage not to exceed ten per cent, of the Thames meas- 
urement (I88 tons) of the Cambria. 

Second. The vessel referred to I would desire to see 
arrive in England in ample time to take part in the matches 
of the Royal Yacht Squadron at Cowes, and the Royal Vic- 
toria Yacht Club at Ryde, for which races she would, doubt- 
less, be permitted to enter. These races take place early in 
August, six or eight or nine in number, round the island 
[53 nautical miles], the Victoria and Queen's courses [about 
sixty], and probably a run to Cherbourg and back. The 
prizes would be the annual Queen's cup presented to the 
Royal Yacht Squadron, two cups of one hundred pounds each 
from the towns of Cowes and Ryde, and several cups of 100 
pounds and 50 pounds ; and I may add that if the yacht 
could arrive about a month earlier she would be in time for 
some of the best ocean races of the Royal Thames Yacht Club. 
At these races your representative vessel would meet all 
the best and fastest English and Scotch yachts — among 
others, schooners — and would have a fair opportunity of 
testing her qualities during the height of the Isle of Wight 
yachting season, and with the temptation of many prizes, 
highly valued and much sought after, but not for their mere 
intrinsic value. 

Third. On or about the 1st of September I would race 
your vessel from the Isle of Wight to New York for a cup 
or service of silver, value 250 pounds, no time allowance and 
no restrictions as to canvas or number of hands. 

Fourth. I would at an early date race the said vessel 
round Long Island on the Royal Thames Yacht Club meas- 
urement and their time allowances ; two races out of three 

of great wealth his social standing was not high. Ashbury was without question an aggressive sports- 
His efforts to win the cup were in the nature of man. He died in London, Sept. 3d, 1895. 
a bid for social and popular favor, though Mr. 

[47] 



[I857-X870] THE LAWSON HISTORY 

over this course to decide as to the championship and the 
final possession of the America's Queen's cup of 1851. If 
I lost I would present the New York Yacht Club or the 
owner of the successful vessel with a cup, value 100 guineas, 
or I would race any other schooner of about my tonnage over 
the same course on the said conditions ; the competing vessel 
to have been previously pronounced by the New York Yacht 
Club as the fastest vessel in America of her size and class, 
and providing the said vessel had not been built since the 
date of this communication and was in all respects a seagoing 
vessel and not a mere shell or racing machine. 

At your earliest convenience I shall be glad to hear from 
you or the club secretary on the subject. 

Yours truly, 

James Ashbury. 

The New York Yacht Club did not accept Mr. Ashbury's 
invitation to participate in ocean races, but took up with his 
oiFer to sail for the America's cup, informing him that it "could 
only take cognizance of and respond to that portion of said com- 
munication having reference to the challenge cup won by the 
America," and calling his attention to the condition that a challenge 
for it must come through a regularly organized foreign yacht 
club. 

Mr. Ashbury responded, February 24th, 1869, that he would 
obtain consent from "one of the several Royal Yacht Clubs" to 
which he belonged, to sail Cambria as its champion vessel. On 
July 20th, 1869, he wrote that he hoped to sail under the colors 
of the Royal Thames Club, to which he would present the 
cup, if he won it, "to be held as a challenge cup, open to any 
royal or other first-class recognized yacht club to compete for ; 
providing six months notice is given, and the course not less than 
300 miles in the channel or any other ocean." In case all the 
conditions he named were approved Mr. Ashbury stated he was 
ready to sail for this country about August 27th. 

The New York Yacht Club did not relish Mr. Ashbury's 
attempt to set aside the deed of gift, and make new conditions 
under which the cup should be sailed for, should he win it. 
Neither did it accept the condition that it should defend the cup 
with one vessel only. There is no record to show that it told Mr. 
Ashbury this in so many words, or at all, until he had cabled : 
' ' Will the Cambria be allowed to sail your champion schooner for 
the America's cup on basis of my letter of July 20th ? " 

To this Mr. Ashbury received a reply not distinguished for its 
directness, though it conveyed the club's meaning that if Mr. 
Ashbury wished to sail for the America's cup he would have to 

[48] 



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^THE AMERICA'S CVP [-^sy-syo] 

sail against a fleet. The America had not sailed against a fleet, 
but as one of fifteen vessels, each trying for the cup. In this case 
it would be a fleet against one vessel. There was none of the gos- 
pel injunction, " Do unto others as you would have them do imto 
you," in this position. Conditions construed as unfair by Com- 
modore Stevens were to be meted out in fact to the first chal- 
lenger who appeared. Viewed in the light of sporting ethics of 
to-day, it appears that Mr. Ashbury had the broader view of the 
subject. The cup had ceased to be a squadron trophy, to go to the 
individual who won it, when it passed into the hands of the own- 
ers of the America. It had been given in trust into the keeping 
of the New York Yacht Club, to be sailed for as an international 
challenge cup, in races between clubs representing their respective 
nations. The assumption of Mr. Ashbury that it should be sailed 
for vessel against vessel, and not by a smgle vessel against a fleet, 
was sound and right, as later experience showed ; for before the 
cup was sailed for a second time on this side of the water 
the New York Yacht Club was forced to recede from the position 
it took in the following note to Mr. Ashbury, in response to his 
cable quoted above : 

' ' The necessary preliminaries having been complied with by 
you upon your arrival here, you have the right, provided no match 
can be agreed upon, to sail over the annual regatta course of the 
New York Yacht Club." Mr. Ashbury was assured he would be 
' ' heartily welcomed, ' ' and that he would find the club prepared to 
" maintain their claim according, to the conditions upon which they 
accepted the cup." It will appear later that the club could not 
uphold the view that one of these conditions was that a challenger 
should sail against a fleet with a single vessel. 

Nothing came of Mr. Ashbury' s challenge, as he regretted he 
could not race that season, his reason being that he could not con- 
test for the cup on the basis of his challenge. 

It will be observed that in this, the first correspondence looking 
to a race for the cup as a challenge trophy, both parties fell into 
error ; the New York Yacht Club in its lack of sportsmanlike 
spirit as shown by its interpretation of the deed of gift, and Mr. 
Ashbury in attempting to dictate terms. 

Both sides were feeling their way, according to their lights, 
and the time was not ripe for the broad and satisfactory contests 
for the cup that were to come in after years. 

Mr. Ashbury, with a tenacity worthy of the cause, returned 
to the business of challenging for the cup in November of 1869. 
He had arranged an ocean race with Dauntless, James Gordon 
Bennett owner, to be sailed in September, 1869, but the arrange- 
ments fell through, as Dauntless could not be got ready on 
time. On November 14th, 1869, Mr. Ashbury wrote the New 
4 [ 49 ] 



riS57-i87o] THE LAWSON HISTORY 

York Yacht Club that in the event of his racing Dauntless 
across the ocean in March, 1870, he would sail for the cup on 
May 16th, 1870, over a triangular course "from Staten Island, 
forty miles out to sea and back." Just how he expected to lay a 
triangular course from Staten Island out to sea and back he did 
not explain. His letter also contained these lines, which, in view 
of his contention that conditions which prevailed in the race of 
1851 no longer held good — which they did not — appears some- 
Avhat sophistical : 

" The cup having been won at Cowes, under the rules of the 
R. Y. S., it thereby follows that no centre-board vessel can com- 
pete against the Cambria in this particular race." 

To this argument the New York Yacht Club replied that it 
had no power to deviate from the terms of the deed of gift, and 
called attention to the condition that ' ' in case of disagreement ' ' 
the match is "to be sailed according to the rules and sailing regu- 
lations of the club in possession." The club stated that it could 
not therefore entertain a proposal to exclude from the race any 
yacht duly qualified to sail under the rules and regulations of the 
New York Yacht Club. 

Notwithstanding his dissatisfaction with the terms offered, Mr. 
Ashbury came to this country with his schooner. He had sailed 
Cambria in three races against Sappho before leaving England, 
and lost two, defaulting one, because the course to Cherbourg 
and back did not on. the day set afford a race to windward and 
leeward as agreed. Sappho the year before had been " hipped " 
(made wider amidships) by Capt. "Bob" Fish* of Bayonne, 
N. J., and was then sailing very fast, entirely outclassing Cambria. 

To add to the interest of the arrival of the first challenger 
in this country, Cambria sailed an ocean race against Daunt- 
less from Daunt's Rock to Sandy Hook, starting July 4th, 1870. 
Dauntless was a fast keel schooner, 123 feet 10 inches overall, 
26 feet 7 inches beam, and 12 feet 6 inches draft. She was 
manned for the race with Cambria by a crack crew. Her 
sailing-master was Martin Lyons, a smart Sandy Hook pilot, with 
whom was associated Capt. Samuel Samuels, a noted blue-water 
skipper, and " Old Dick " Brown of America fame. Some friends 
of the owner also sailed on the vessel. Cambria, though the 
slower sailer, won the race, sailing 2917 miles in 23 days 5 
hours and 17 minutes, by the narrow margin of 1 hour and 43 
minutes. She came by the northern course. Dauntless came 
by the middle course, and sailed 2963 miles, or 46 miles more 
than the Cambria, in 23 days and 7 hours. Her sailing-master, 
speaking of this race in 1901, said " there was too much amateur 

* Capt. Robert Fish was a clever yachting and modelling yachts to secure speed, though he 
skipper, possessed of much native skill in altering knew nothing of scientific yacht designing. 

[50] 



CAMBRIA WINNING THE OCEAN RACE OF 1870 
FROM DAUNTLESS 

From a drawing by W. G. Wood, after a painting in possession of the 
Royal Harwich Yacht Club. The vessels started on their race July 4th. 
Cambria won by i hour 43 minutes, in 23 days, 5 hours, .ly minutes, from 
Daunfs Rock to Sandy Hook, sailing sgry miles. Dauntless sailed 2g6j 
miles, her time being 2j days, 7 hours. 



of THE AMERICA'S CVP ['857-870] 

talent aboard." Great popular interest was manifested in the 
race, and in the challenger, whose prestige was much enhanced 
by reason of her victory over Dauntless, and she was viewed 
with curiosity when she came to anchor in New York Harbor. 
The yachtsman of to-day finds her model wall-sided, narrow, 
deep, and with straight, uncompromising lines. In her time, 
however, she was one of the best schooners in the English pleas- 
ure fleet. She was thus described : 

"She is a keel schooner, built of oak, with teak topsides. 
Her interior fittings are remarkably rich and beautiful, and in good 
taste [cotton cloth was not used for partitions in racing yachts in 
those days]. She has 21 tons of ballast, smelted, and run into 
her timbers, and has also four tons of lead bolted to her keel. 
Under sail, she spreads a vast area of canvas, and works in the 
wind with the ease and facility of a weather-vane. Her best 
points are being sharp and quick in stays, lying close to the wind, 
and being fast in light breezes. By the wind, that is, close-hauled, 
she carries gaff"-topsails bent to the ordinary spars ; but in sailing 
free, she has much longer and lighter and more flexible yards aloft, 
and the sail of lighter canvas, of course, clubs out quite a consider- 
able distance. Her bowsprit is a very peculiar spar, with jib-boom 
and flying jib-boom all on one stick, and rigs in and out at the 
option of the sailing-master. She is 248 tons. New York meas- 
urement, and 128 tons. Royal Thames Yacht Club measurement, 
and was built by Michael Ratsey of Cowes, Isle of Wight, in 
1868. She is a fine type of the deep and narrow English model, 
and in external appearance bears a resemblance in stiffness and 
stability to a Cunard steamer. It can hardly be said that the 
Cambria is as graceful and charming in her pose upon the water 
as the majority of American schooners, and this is simply because 
the English are willing to sacrifice anything to secure the full 
embodiment of their ideas as to speed. Her dimensions are : 
Length (from stem to sternpost) 108 feet ; water-line 98 feet ; 
beam 21 feet ; depth of hold 11 feet ; draught of water 12 feet ; 
mainmast (hounds to deck) 61 feet ; foremast 56 feet 6 inches ; 
main-boom 61 feet ; main-gaff" 33 feet 9 inches ; fore-gaff" 25 feet ; 
bowsprit outboard 35 feet ; maintopmast 35 feet 6 inches ; fore- 
topmast 32 feet 3 inches ; maintopsail yard 32 feet ; foretopsail 
yard 29 feet." Cambria's spars were bored, with solid mast- 
heads. She steered with a tiller. 

In a week's time both Dauntless and Cambria were ready 
for the race for the America's cup, which, in spite of Mr. Ash- 
bury' s objections, that appear to have been dropped by him when 
he set sail for this country, was to be a club regatta, the stranger 
against the fleet. The race was sailed on August 8th, 1870. 
Being the first race in American waters for the cup, it is worthy 

[51] 



[.857-870] THE LAWSON HISTORY 

of the fullest description. The best account of it was written 
by J. D. Jerrold Kelley, and published in his book "American 
Yachts." (Scribner's, 1884. Now out of print.) His account 
was as follows : 

' ' Throughout the country there was the greatest interest mani- 
fested in the result, — the public prayer being for any yacht to 
beat the representative of the Royal Thames Club, but best of all 
that it might be the America. The course and conditions were 
those of the New York Yacht Club, and were admirably carried 
out. The yachts were ordered to proceed over a course from the 
anchorage to the buoy off the Southwest Spit, passing it to the 
west and south, and thence to the lightship (rounding it from 
the northward and eastward) , and to return the same way, pass- 
ing to the westward of the flagboat off the club-house, going and 
returning. All buoys on the West Bank — viz: Nos. 13, 11, 
and 9, — were to be passed to the eastward. On the day of the 
race the flagboat was anchored abreast of the club-house, or about 
mid-channel, and the yachts were directed to anchor on an east 
and west line, 500 yards to the northward and westward of this, 
and about 50 yards apart. In taking position in line each yacht 
was allowed to select its own place, in the order of arrival at the 
anchorage, subject to any change which the executive committee 
might deem expedient, and mainsails, foresails and gaff-topsails 
were permitted to be set before starting, unless otherwise ordered. 
The day opened overcast and gloomy, and soon after day- 
break heavy rain clouds brooded threateningly over the bay ; but 
by nine o'clock the sky shone bright and clear, and a brisk and 
cheery southerly breeze blew bravely landward — so steady and 
true indeed, was this, that it hardly varied a point during the race, 
the official report stating that it was sailed with ' a fresh breeze 
from south by east to south-southeast, in smooth water.' At five 
o'clock in the morning the tide was at full flood, thus giving the 
last of the ebb for the start with slack water at noon, and a strong 
three-knot flooding current to help the homeward coming of the 
fleet. 

' ' It was emphatically a holiday ; and though our lower bay had 
seen a grander array of contesting yachts in the regular regattas 
of the home club, yet never before was there such a gathering of 
gleaming canvas or such an assemblage of representative crafts. 
For the fair fame of the country was at stake, and all classes of 
our citizens were assembled to greet the foreign yacht which had 
pluckily sailed 3000 miles of stormy sea to redeem a national 
defeat. Then, too, they wished to honor and to greet our cham- 
pions, whom ambition and duty had brought there to defend the 
ownership of the cup won 19 years before by that rakish schooner 
now waiting in the line of racers, trim and taut, and filling the 

[52] 



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^THE AMERICA'S CVP [i«s7-.bh 

largest measure of the nation's regard. Excursion boats over- 
shadowed every ripple of water not occupied by contestants, and 
in odd mixture there were assembled men-of-war, traders, fruiters 
and pleasure boats ; there, too, were peaceful inland water craft, 
even up-river schooners and lumbering luggers, sharing in the 
general desire to be a part of the memorable yachting day. 
By 11 o'clock the gateway of the port was so blocked with vessels 
that it was impossible to get a view through the narrows, of the 
horizon seaward or of the blue Monmouth hills beyond ; while on 
either hand not only were the banks crowded with a cheering mul- 
titude, but Forts Hamilton and Lafayette to the eastward, and 
Forts Wadsworth and Tompkins to the westward, had their ram- 
parts and glacis (where there were glacis) packed with thou- 
sands. At 11 o'clock the Middletown steamed down the line 
flying the burgee of the club and the private signal of the Daunt- 
less, and it was evident that preparations were being made for 
the start. 

' ' The line was beautifully formed, the yachts being separated 
by an even distance of 50 yards, with their heads riding to the 
ebb, and pointing townward. There were in all 18 starters out 
of the 25 entries, and of these the Alarm was at the extreme 
eastern end of the line, with Widgeon next, and so by the Silvie, 
Magic, Dauntless, Tarolinta, Halcyon, Madgie, Idler, Rambler, 
Phantom, Fleetwing, Madeleine, Calypso, America, Tidal Wave, 
and Cambria, to the Alice, which held the extreme western end. 
Choice of position had been granted the Cambria, and Mr. Ash- 
bury had taken that nearest the club-house, and next but one to 
the shore. 

" Public interest was mainly centred in the Dauntless, 
America, and Cambria, and before the start every steamer and 
passing sailing-craft accorded them the honors of a salute — too 
vociferous, too partisan, perhaps, at times, but still kindly meant, 
for the roughest of men are subdued by the influences of such a 
scene as this. 

" At 26 minutes past 11, on the very last of the ebb, and with 
a fresh wind, the starting-gun roared its order to make sail and slip, 
and in a moment the yachts had spread their canvas, flattened 
their jibs, and then almost simultaneously turned seaward, the 
Magic, one of the smallest of the squadron, leading. The wind- 
ward boats had the best of it, and as they flew towards the Hook, 
they quickly left the others behind ; among these was the Cam- 
bria, for she had been nearly the last to get away. Through a 
dozen of the competitors rushed the America, and a rousing cheer 
rose as she flew, like a great seabird, to the forefront of the fight ; 
but the Magic was the first out of the Narrows, with the Silvie 
next and then a half-dozen other Americans, all leaving: the Cam- 

[53] 



[X8S7-X870] THE LAWSON HISTORY 

bria far behind, under Fort Richmond, and pointing for Coney- 
Island. 

" Off the lower quarantine the America, a short half-mile astern 
of the Magic, was rushing for a commanding position ; the Silvie, 
as if anxious to soothe the remembrance of that year when in 
England, with a defiant pennant at her masthead she was left 
unchallenged, was second, holding the Idler in her wake, and fol- 
lowed by the Phantom and the Dauntless, coming up hand over 
hand. Few of the yachts carried their gaff-topsails until near the 
Southwest Spit, the Magic keeping the lead, and rolling off knot 
after knot with a bone in her teeth and a furrow of foam astern, 
and standing up to her work under lower sails and all three jibs. 
Soon after she set her main-gaff-topsail and a staysail, which like 
a Japanese wrestler, gleamed and tugged on her forecastle, and in 
a moment, it seemed, she wheeled round the Southwest Spit, with 
the America second, and only four minutes behind ; the Idler was 
third, 50 seconds later ; and almost together, the Silvie, Phantom, 
and Dauntless followed. Nineteen minutes later, and tenth in 
number, the Cambria rounded the Spit ; and then with lifted 
sheets, away they all rushed for the lightship off the Hook. 

"As the yachts neared this, thousands of waiting spectators 
gave them a most enthusiastic reception — guns roared, men 
cheered, bells rang, and bands burst into loud and brazen notes of 
triumph; and when the Magic rounded the lightship, making it 
almost a certainty that the cup was safe, there arose a shout pain- 
ful in its intensity of delight, for it was the relieved outcome of 
pent-up excitement which had reached its culmination at this 
very point. Nor was the Cambria forgotten, for although hope- 
lessly behind — or perhaps for that reason — the pluck of her 
owner was recognized, cheers, steam-whistles and guns drown- 
ing the awful accompaniment of vagrant musicians, who struck 
up, with undoubted vigor and against time, what they politely 
meant for 'God Save the Queen.' 

"In the run from the Southwest Spit to the lightship the 
Idler passed into the second place, the Dauntless into the third, 
and the America into the fourth, while the Magic added another 
five minutes three seconds to her lead upon the Cambria. In this 
order they ran for home, the wind blowing so strong and so free 
that the yachts were fairly flying in widening pools of foam, 
making 12 knots, and stretching their ropeyarns to the breaking 
point. Off the turn of the Hook there came a sudden puff, and 
the fore-topmast of the Cambria went over the side — the only 
accident of the day, and unfortunately, where it was most to be 
regretted. 

"At two hours 48 minutes 55 seconds, the Magic rounded 
the Southwest Spit, followed by the Dauntless and Idler, 

[54] 



of THE AMERICA'S CVP [^857x870] 

which had changed places, and closely hugged by the America ; 
23 minutes later the Cambria went by the buoy, eighth in order and 
doing so well that the lead of the Magic was decreased almost a 
minute in the run. Spinning round the Spit the racers squared 
away for home, the Magic still ahead, but pressed hard and 
gallantly by the Dauntless; the Silvie ran bow and bow with the 
Madgie and the Phantom, while the veteran Fleetwing, with a 
roaring sea under his bows, and an echo of sea in his throbbing 
canvas, left behind him the famous sailers, the Halcyon, Tarolinta, 
and Madeleine, and pushed forward for an earnest trial with the 
Cambria. But the strength and beauty of the struggle was soon 
consummated by a glorious victory, for as the Magic rushed across 
the line it was not only in the fastest time ever made over the 
course, but, all things considered, with the greatest victory to her 
record ever won by a yacht since the world was young. Not that 
she had much time or distance to spare, however, for the echoes 
of the welcoming cheers were still lingering in the green hills of 
the bay when the stately Dauntless passed by the mark, carrying 
the reverberations of the nation's delight into a further and a 
greater echo ; and as these cheers roared and rumbled in the dis- 
tance, the harbor, to its farthest limits, caught up a newer and a 
greater pgean of joy, for the America, fourth in the race, flew by 
the finish line, showing that as the sons were worthy of the sire, 
so were the brain and skill of old greater than story had told. . . . 
The Cambria arrived eighth on actual time (beaten all around, 
with and without handicaps) , and tenth in order by time allowance. " 
An abstract of the ofiicial table of times for the race is pre- 
sented herewith : 



Magic . 

Idler . 

Silvie . 

America 

Dauntless 

Madgie . 

Phantom 

Alice 

Halcyon 

Cambria 

Calypso . 

Fleetwing 

Madeleine 

Tarolinta 

Rambler 



Start at 1 1 



At S. W. 

Spit Going 

Down 

H. M. S. 
IZ.4S.OO 

12.56.00 

12.52.55 

12.56.20 
12.59.00 
12.56.15 
1.09.00 
1.02.00 
1.07.00 
1.00.00 
1.04.05 
1.06.30 

1.07.55 

1.10. 00 

26. 



Rounding 
Sandy 
Hook 

Liglitsbip 

H. M. s. 
2.03.16 
2.08.40 
2.17.23 
2.15.25 
2.09.48 
2.21. 14 
2.19.59 



2.27.19 



At <; w Home Order of a f i 

s„i. Stake, Actual Corrected Arrival „ j , 

»,t,frnin» Staten Time Time per AUow- ^^^V °^ 

Returning ,^,^^j V ^^^^ Arrival 

H. M. S. H. M. S. H. M. S. H. M. S. 

2.48.55 3.33.54 4-07-54 3-S8-2I i i 

2.52.00 3.37.23 4.11.23 4.09.35 2 3 

3.07.20 3.55.12 4.29.12 4.23.45 3 7 

3.02.05 3.47.54 4-ii-54 4-23-Si 4 4 

2.51.00 3.35.23 4-09-23 4-29-I9 5 ^ 

3.08.40 3.55.07 ^.^^.o■^ 4-19-57 6 6 

3.08.10 3.55.05 4.29.05 4.30.44 7 5 

3.29.40 4.18.27 4.52.27 4.34.15 8 15 

3.16.10 4.03.08 4.37.08 4.35.00 9 10 

3.12.00 4.00.57 4.34.57 4-37-38 10 8 

3.25.30 4.15.29 4.49.29 4.40.21 11 13 

3.14.00 4.02.09 4.36.09 4.41.20 12 9 

3.26.00 4.14.46 4.48.46 4.42.35 13 12 

3.24.00 4.10.23 4.44.23 4.47.29 14 u 

3.31.55 4.51.35 4-5I-3S 4-48.33 '5 '4 



Although no mention was made of it in reports of the race, 
it was claimed by Mr. Ashbury afterward that Cambria was 
fouled, in the beat out of the Narrows, by Tarolinta, who 

[55] 



[X857-.870] THE LAWSON HISTORY 

forced her about, though Cambria was on the starboard tack. 
Mr. Ashbury made no protest to the regatta committee, so that 
there was nothing for them to do in the matter. The statement 
that he was fouled has held to this day among English yachtsmen. 
Sir George Leach, K. C. B. , vice-president of the Yacht Racing 
Association, writing in 1893 of Cambria's race in 1870, states 
that Cambria was fouled, ' ' carrying away a fore-port-shroud, 
and foretopmast-backstay, and springing the port arm of her fore- 
crosstrees. Later she also carried away her foretopmast. " The 
writer adds : ' ' Even if nothing had gone wrong with the Cambria, 
pitted as she was against 17 other vessels, her chances of winning 
the cup would necessarily have been small." 

As a result of Magic's victory that vessel came into promi- 
nence at a bound. She was originally known as Madgie, was 
built in 1857, by T. Byerly & Son, of Philadelphia, and was rigged 
as a sloop. In 1859 she was rigged as a schooner. She won her 
first race June 8th, 1865, in the N. Y. Y. C. regatta. In 1869 
she was rebuilt at City Island, by David Carll. Her racing career 
up to that time had been varied, but not brilliant. She sailed in 
the 1870 race on about 79 feet water-line, her beam being 20 feet 
9 inches, and her draft 6 feet 3 inches, with a centre-board. She 
registered 92. 2 tons. 

The performance of the America in this race was something 
of a disappointment, and was attributed to her navy rig, and lack 
of form after nearly ten years of precarious existence without rac- 
ing, a year of which time she was sunk in Florida. Navy men 
hotly repelled aspersions on her rig, or her handling in the race, 
but yachtsmen were dogged in their opinion that properly tuned up 
she would have done better. She was handled during the race by 
Charles Brown, a son of " Old Dick " Brown, though in command 
of a navy officer, and manned by a crew of midshipmen. 

Before returning to England the Cambria, having joined the 
New York Yacht Club cruise, raced in Newport and New York 
waters in some spirited contests, against the pick of the fleet, with 
varying success. 

Mr. Ashbury was always ready to meet any comer, and had 
a standing wager while in this country of a cup valued at fifty 
guineas. Cambria, after showing herself as good as the average 
of the schooners in the N. Y. Y. C. run to Newport, had her first 
race in a brilliant series off that port on August 16th, against the 
fleet, Mr. Ashbury putting up a cup for schooners and another for 
sloops, while the N. Y. Y. C. put up one for the second schooner 
on time allowance, to allow Cambria to compete. Magic won, 
with Cambria 26 s. behind her in actual time. Gracie took the 
cup for sloops. The course was from Fort Adams to Block Island 
and return. 

[56] 



MAGIC 

IVitiner of the first challenge contest for the defense of the Americans cup. 
From a pen drawing by W. G. Wood. 







^ 



~27^^t..-,-fJ'''7~ - 



of THE AMERICA'S CVP [^Bsy-.^yo] 

On August 17th Cambria raced Palmer over the same course 
for a cup valued at fifty guineas, put up by Mr. Ashbury, and 
was beaten by seven minutes in a whole- sail breeze S. W. 

On August 18th Cambria sailed over the same course for 
a similar stake against Idler, and won by eight minutes. Idler 
was partly disabled by her bobstay stem-plate pulling out. 

One of the best races of the series was on September 8th, for 
a cup offered by James Gordon Bennett for schooners, and a sub- 
scription cup for the second schooner. The contestants were 
Cambria, Sappho, Palmer, Vesta, Tidal Wave, Idler, Madeleine, 
Halcyon, Phantom and Madgie, and the course a sixty-four mile 
triangle off Newport. Palmer won by four minutes over Cambria, 
who was second and took the subscription cup. Sappho in this 
race lost a topmast and split her mainsail. 

On September 9th Cambria, Phantom and Madeleine had it 
out over the Block Island course for a fifty-guinea cup. Phantom 
beat Cambria 23 m. 53 s., and Madeleine beat her 9 m. 43 s., 
after carrying away a bowsprit- shroud at the start. 

On September 11th there was a race for the citizens of New- 
port cup, and for a subscription cup for the second schooner. 
Palmer, Phantom, Dauntless and Cambria were timed at the finish 
out of eleven starters. There was a reefing breeze N. E. Phan- 
tom won the citizen's cup and Cambria the subscription cup. 
Dauntless lost her foretopmast. 

On September 28th, the yachts having returned to New York 
waters, there was a race for a cup offered by Mr. Douglas for the 
winner without time allowance, one by Mr. Ashbury for sloops 
and schooners, or schooners alone, and one by Rutherford Stuyve- 
sant for Cambria if either first or second. Dauntless won the 
Douglas cup, Tidal Wave the Ashbury cup, and Madeleine the 
Stuyvesant cup. 

On October 13th Cambria met Sappho in a race twenty miles 
to leeward of Sandy Hook light- vessel and return, for a fifty-guinea 
cup. The wind was strong N. W., and Sappho finished 50 
m. 50 s. in the lead, but not being within the agreed time limit, 
the prize was not awarded. 

The last race of Cambria in American waters was October 
14th, when she sailed Dauntless for fifty guineas, twenty miles to 
windward from Sandy Hook (buoy 5) and back. Dauntless won 
by 12 m, 30 s. actual and 7 m. 18 s. corrected time. 

American yachtsmen attributed Cambria's losses to clumsiness 
of rig rather than inferiority of hull. Mr. Ashbury raced his 
vessel for all she was worth, and put up trophies with great liber- 
ality and spirit. His fighting blood appears to have been thor- 
oughly roused by his defeats, and he determined to come back the 
next year with a new schooner to try his luck again. 

[57] 



[X8S7-X870] THE LAWSON HISTORY 

Mr. Ashbury's sportsmanship made an excellent impression, 
though he was sufficiently a national type to stand out in sharp 
contrast to the men with whom he was associated here, and com- 
parisons were drawn that were not always in his favor. He was 
not allowed to depart for his own shores without being properly 
wined and dined, and he left the country feeling that another season 
would bring him his reward. 

After his arrival in England he was the recipient of social honors 
from his associates. At a dinner given him in Manchester, his 
native place, on December 19th, 1870, he stated in a speech that 
from his experience he believed "the best of feeling existed among 
Americans with regard to England." A toast to the President of 
the United States was proposed on this occasion by C. H. Brans- 
come, Esq., United States consul at Manchester, and was drunk 
with cheers by the company. 

At a dinner given Mr. Ashbury, January 5th, 1871, in Brigh- 
ton, the mayor of that place said : " The President of the United 
States [Gen. Grant] did our friend the honor to breakfast with 
him on board the Cambria, and that is good enough testimony that 
no jealousy was created by the yacht race." 

Had Mr. Ashbury's international racing career ended with his 
first season, much interesting yachting history would not have 
been made. But Mr. Ashbury was a maker of history, as the 
next year showed. 




[58] 




^THE AMERICA'S CVP ['«7i] 



A SECOND CHALLENGE FOR THE CUP 
RESULTS IN A SERIES OF RACES AND 
A WRANGLE: 1871. CHAPTER V. 

^=^==^^^^^^^N his return to England in 1870 Mr. Ashbury 
(( ^Mu\^^^^U ^^^^ ^^^ plans for another attempt to win the cup, 
.fS^m\\]]^m!tisM ^j^^ gave an order for a schooner to Michael 
Ratsey, of Cowes, Isle of Wight. The result 
was Livonia, named for a province in Russia in 
which Mr, Ashbury had made money in railroad- 
building contracts. The vessel was launched 
April 6th, 1871, and great things were predicted 
for her. When tried she was found to be little, 
if any, better than Cambria, but believing that she would do better 
later, and was more suited to American waters than his former 
challenger, Mr. Ashbury decided to bring her over. 

In Livonia could be seen the verification of the old saying 
that imitation is the sincerest flattery. She was as like an 
American schooner as her builder could well make her, without 
throwing overboard all his principles of English design. Some of 
the traits of Cambria were present in her, but there were more of 
Sappho's. The vessel had a full, rounded midship section, a long 
bow, straight sheer, and a fairer counter than most English schoon- 
ers, while she was heavily sparred, with sails of American cotton, 
having a total area of 18,153 square feet,* the greatest sail-spread 
ever carried by a challenger for the cup. Livonia was 264 tons 
register, 115 feet 2 inches long between perpendiculars, 127 feet 
over all, 106 feet 6 inches water-line, 23 feet 7 inches beam, and 
drew 12 feet 6 inches of water. Her timbers were of oak, and her 
planking of American elm to the water-line, and oak and teak 
above. Her mainmast was 68 feet long from deck to hounds, and 
her foremast 64 feet. Her squaresail yard was 64 feet long. 
She carried a lug foresail, and steered with a tiller. Her jibs were 
not attached to the stays when set. 

No uneasiness was caused among yachtsmen by the news Mr. 
Ashbury was building this schooner, and no vessel was built to 
meet her, it being the purpose of the New York Yacht Club to 
rely on material in hand. 

Mr. Ashbury's correspondence with the club over the details 
of his challenge, and the races to be sailed under it, was notable 

* The area of Livonia's sails, as given in forestaysail 984, jib 1 107, balloon-jib 2346, main- 
Hutit's Tachting Magazine of July, 1871, from topsail 1147, foretopsail 696, jib-topsail 920, square- 
figures secured from their maker, C. Ratsey, was sail 3249, spinnaker, 2676. 
as follows : Mainsail 3458 sq. ft., foresail 1 5 70, 

[59] 



[^S7x] THE LAWSON HISTORY 

chiefly for its acrid character, though it bore good fruit in many- 
respects. 

Mr. Ashbury went back to England in 1870 feeUng, as he 
afterward expressed himself to the New York Yacht Club, that 
the conditions under which he sailed in that year were such that 
he had " faint hope of winning " when he began, and sailed chiefly 
because he did not wish to protest after coming so far for a race. 

He therefore, in correspondence with Commodore Bennett, in 
the winter of 1870-71, urged on the club the need of sailing a 
representative vessel against a challenger, instead of a fleet. In- 
terpretation of the deed of gift on the point involved was left, in 
March, 1871, to Mr. George L. Schuyler, surviving donor of the 
cup, whose ruling was accepted by the club as final. Mr. Schuy- 
ler's letter to the club contained the following paragraphs : 

' ' I think that any candid person will admit that when the 
owners of the America sat down to write their letter of gift to the 
New York Yacht Club, they could hardly be expected to dwell upon 
an elaborate definition of their interpretation of the word ' match,' 
as distinguished from a ' sweepstakes ' or regatta ; nor would he 
think it very likely that any contestant for the cup, under condi- 
tions named by them, should be subjected to a trial, such as they 
themselves had considered unfair and unsportsmanlike, . . . 

' ' It seems to me that the present ruling of the club [to sail a 
fleet against a challenging vessel] renders the America's trophy 
useless as a challenge cup. . . ." 

Here w^as a step toward the light. The club on March 24th, 
1871, accepted Mr. Schuyler's interpretation of the deed of gift, 
and resolved "that we sail one or more representative vessels, 
against the same number of foreign challenging vessels." 

Mr. Ashbury formally opened the subject of a second chal- 
lenge by a cable message to Commodore Bennett, as follows : 

London, May 27, 1871. 
Bennett, New York. 

The question of your champion vessel being settled, I 
now propose giving the stipulated six months' notice. If the 
club waives this condition the Livonia will start for New York 
in September. 

The reply of Commodore Bennett was as follows : 

New York, May 31. 
Ashbury, London. 

Your dispatch has been received. What do you mean 
by " if the club waives this condition"? Please answer 
immediately. 

[60] 



■ya iru 



^THE AMERICA'S CVP ['871] 

This was followed by the appended telegrams : 

London, May 31. 
Bennett, New York. 

Six months' notice required. This condition waived, the 
Livonia would leave in September. 

New York, June 1. 
AsHBURY, London. 

Will call meeting at the club and telegraph you result. 
What month do you wish to race in? 

London, June 1. 
Bennett, New York. 

Propose racing for the cup in October, as Livonia will 
leave the first week in September. 

New York, June 7. 
AsHBURY, London. 

The New York Yacht Club consents to waive the six 
months' notice, and accepts your challenge as representative 
of Royal Harwich Yacht Club to race for America's cup next 
October. Name day in October you desire to race, and 
answer immediately. 

This correspondence is given here in full because of impor- 
tance subsequently attached to it. The New York Yacht Club 
held that it constituted a challenge from the Royal Harwich Yacht 
Club, of which Mr. Ashbury was commodore, and whose flag 
Livonia flew. Mr. Ashbury notified the club, however, that he 
would come as the representative of the " several clubs " honor- 
ing him with certificates of representation. The New York Yacht 
Club did not understand his reference to ' ' several clubs ' ' and 
asked for an explanation. Writing under date of August 12th, 
Mr. Ashbury reviewed the correspondence to date, and stated 
that he would sail as the representative of twelve clubs in a series 
of twelve races, one for each club, seven out of twelve to win, and 
the cup to go to the club under whose colors he sailed in the win- 
ning race. He named the following clubs as having given him 
certificates of representation : The Royal Albert, the Royal York- 
shire, the Royal Victoria, the Dart Victoria, the Royal Harwich, 
the Royal Western of England, the Royal Western of Ireland, the 
Barrow Western of Ireland, the Royal Mersey, the New Thames, 
the Royal Thames, and the Royal London. 

The substance of his communication was as follows : 

I admit the right of the New York Yacht Club to send any 
yacht they please for any or all races; but inasmuch as cen- 

[61] 



['^7x] THE LAWSON HISTORY 

tre-board yachts are not admissible in Ejigland, I am satisfied 
that a powerful centre-board yacht would generally be looked 
upon as not being a fair test against a sea-going keel yacht. 
The New York Yacht Club possesses many large racing keel 
yachts of about the same size or larger than the Livonia. I 
therefore suggest that the club fix on one as near as possible 
the same size as the Livonia. As regards the course for the 
series of twelve races, for which certificates are herewith en- 
closed, I must be allowed to object to the New York Yacht Club 
course as not, in my judgment, being a fair course for a for- 
eign yacht, and I therefore propose that we sail from a mark- 
boat off Sandy Hook Point three times round the Sandy Hook 
lightship and back, the club having the power to modify the 
course. I feel there will be no difficulty in confirming this 
suggestion or arranging one on my arrival to the satisfaction 
of all concerned. The committee to be informed by the club 
to fix beforehand the days on which the several races shall 
take place; and if the Livonia should win a majority of races, 
the cup would then go to the club under whose flag I sailed 
in the last and final race, and would be held by the commo- 
dore ex officio until won by some other royal or recognized 
yacht club in England or elsewhere. I beg to remain your 
obedient servant, 

James Ashbury, 
Commodore of the Royal Harwich Yacht Club, and member of the 
twelve aforenamed yacht clubs. 

This communication was received by Commodore Bennett 
while at Newport, and on August 27th an informal meeting of 
club members was held on board Dauntless to consider it. An 
entirely new light was put on the matter by Mr. Ashbury' s atti- 
tude, the club having stated that it would sail against his vessel as 
the representative of one club only, the Royal Harwich. As 
Livonia was about due to sail from England, (she left Portland Sep- 
tember 2d), the club members decided there was not enough 
time to settle the question before Mr. Ashbury' s departure for this 
country, and while voting to sail twelve races with him, they left for- 
mal ratification of their action to the club, at its next regular meet- 
ing. This meeting did not take place until October 4th, by which 
time Mr. Ashbury had arrived in this country with Livonia, which 
reached New York October 1st. On October 4th the club adopted 
the following resolution : 

We hereby recommend that this club sail the series of 
twelve races, or other number as may be mutually agreed 
upon, with the Livonia, as the representative of the Royal 

[62] 



of THE AMERICA'S CVP C'«7x] 

Harwich Club, and the Royal Harwich Club only; and that a 
victory in a majority of the races shall decide the possession 
of the cup, the Royal Harwich being the only foreign yacht 
club whose challenge has been accepted by the New York 
Yacht Club. 

At the same meeting a cup committee was appointed, consist- 
ing of Moses H. Grinnell, chairman, Sheppard Granby, Robert 
S. Hone, Philip Schuyler and Charles A. Minton. This committee 
cited a point in international racing ethics that had always been 
well defined in sports generally, and has always been lived up to 
in the America's cup matches. It was as follows : 

" It is a well established principle in regard to challenge cups 
or trophies of any kind, that when under acceptance of a challenge 
from any one party no action can be taken with any other until 
the existing issue is decided." 

The committee therefore ruled that the club could not sail 
against twelve clubs, and pointed out that Mr. Ashbury over- 
looked ' ' the fact that the deed of gift of the cup carefully guards 
against any such sharp practice." 

This was blunt language, and it incensed Mr. Ashbury. He 
was convinced that he had the right to sail twelve races for as many 
clubs. Advice given him by Mr. Dixon Kemp, yachting editor of 
the London Meld, and an authority on the sport, though a partisan 
whose judgment was not always unbiassed, undoubtedly influenced 
Mr. Ashbury, who on October 5th wrote the committee, from the 
Brevoort House, New York, as follows: 

My ultimatum is that all 12 races must be sailed, not 
only as a matter of right, but as I think, as an act of courtesy 
and consideration to me ; seeing that the masts of Livonia 
were reduced to cross the Atlantic, as yet the sails are un- 
bent, the trim of the vessel as a consequence requires to be 
found, and it will take at least 4 or 5 races to get the Livo- 
nia's exact time. A decision to reduce the 12 races will 
result in the Livonia's at once returning to England without 
any race, either public or private; or, I may have to consider 
whether I am not under the circumstances quite justified in 
exercising my rights, by giving you notice that as you decline 
12 races, 7 out of 12 to win, I have no alternative but to act 
strictly up to the deed of trust by which you hold the cup, 
viz., by sailing the 12 races on behalf of as many clubs against 
your champion vessel — keel boat or centre-board, as you may 
select ; and the first race Livonia won I should in that case 
formally and ofiicially claim the cup on behalf of the club 
whose flag I sailed under. 

[63] 



['«7i] THE LAWSON HISTORY 

In this letter Mr. Ashbury advanced a proposal to sail 
" against twelve of the largest and fastest vessels in America, any 
form or shape you like." The committee had selected four ves- 
sels from which to make a selection for the races against Livonia. 
Mr. Ashbury proposed that if he sailed against them it should be 
in three races against each, on dates set in advance. 

As the question of what club Mr. Ashbury was to represent 
was still open, the New York Yacht Club obviously could make no 
arrangements until it should be settled. On October 9th, the cup 
committee therefore notified Mr. Ashbury that as no agreement 
had been reached, he had the right under the deed of gift to sail 
one race over the club regatta course, "as the representative of 
the Royal Harwich Yacht Club only." 

The next day the club passed this resolution : 

Resolved — That the special committee be instructed to 
arrange with Commodore Ashbury, as representative of the 
Royal Harwich Yacht Club only, a series of races to deter- 
mine the possession of the America's cup, to consist of three 
races over the New York Yacht Club course, and three races 
over an outside course, 20 miles from the lightship and return. 
In case of a tie, another race over one of the above-named 
courses, to be decided by the committee, shall be sailed. In 
all other matters the races shall be subject to the rules and 
regulations of the New York Yacht Club. The winning of 
a majority of the races shall determine the possession of the 
cup. 

This resolution was sent to Mr. Ashbury, with notice that it 
was final and the request that his reply be an acceptance or refusal 
of the offer. 

Mr. Ashbury' s reply was received the same day, and it was 
neither. He stated : 

"I have decided to forthwith send Livonia back to England, 
or to sail under the Royal Albert Yacht Club flag over the N. Y. 
Y. C. course and claim the cup, failing any single yacht being 
there to contend for it. If your representative vessel should be 
at the station and win, the Livonia will continue through the series 
according to the number given in the challenge, and the first time 
she wins I should formally and officially claim the cup for the club 
whose flag I had sailed under." 

This communication was signed ' ' James Ashbury, Royal Har- 
wich Yacht Club, and member of the 12 yacht clubs." The cup 
committee held that it was not a reply to its communication of 
October 10th, as he proposed sailing under the Royal Albert 
Yacht Club flag, " a club with which we have as yet had no 

[64] 



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of THE AMERICA'S CVP L'^to 

correspondence." It therefore again referred Mr. Ashbury to his 
right to sail one race over the club course. 

To this Mr. Ashbury replied with a very long letter, devoted 
chiefly to an argument that the New York Yacht Club committed 
itself to sail twelve races with him, as representative of as many 
clubs, by its acceptance of his " challenge of August 12th," He 
informed the club that if it had not intended to sail the races on his 
terms it should have so notified him before he left England. He did 
not admit the club's contention that his telegrams to Commodore 
Bennett constituted in themselves a challenge. His real challenge, 
he declared, was dated August 12th. 

At the end of his letter Mr. Ashbury proposed to sail seven 
races, three over the club course, and four outside, as the repre- 
sentative of the Royal Albert Yacht Club, or failing this, to sail 
one race over the club course on October 14th, according to the 
deed of gift. 

To this the committee sent a sharp reply, saying, ' ' for the 
purpose of securing a race," it was willing to return to its proposal 
of October 10th, to sail seven races, and adding : 

" The N. Y. Y. C. desire to be distinctly understood that they 
sail these races with you as the representative of the Royal Har- 
wich Y. C. only. Please answer in the affirmative or negative to 
this letter ; if in the latter, this letter ends all correspondence except 
the right you can claim according to the deed of gift, namely, the 
one day and the one race over the usual course for the annual 
regatta of the N. Y. Y. C. It is to be understood that in this case 
you represent the Royal Harwich Y. C. only." 

Mr. Ashbury accepted this ultimatum, and a series of races was 
arranged on the committee's terms, four out of seven to win, to be 
sailed as follows : October 16th, over the club course ; October 
18th, twenty miles to windward from Sandy Hook light- vessel and 
back ; October 19th, over the club course ; October 21st, from 
the light-vessel twenty miles and back ; October 23d, over the 
club course ; October 24th and 25th, from the light-vessel twenty 
miles and back. 

It is difficult to understand, at this time, Mr. Ashbury's motive 
for so insistently demanding the privilege of sailing for twelve clubs 
with one vessel. His attitude might be explained perhaps by the 
fact that he believed the New York Yacht Club's resolution to sail 
against him with more than one vessel unfair, — as it certainly 
appears to have been, on its face, — and that he was justified in 
making every possible effort to equalize conditions. English 
yachtsmen never quite forgave this club's action in reserving four 
vessels to sail against one. Sir George Leach, writing in 1894, 
(" Recollections of Schooner Racing," Badmington Library), said 
of it : "This was so manifestly giving an undue advantage to 
s [65] 



['«r.] THE LAWSON HISTORY 

the holders of the cup that it was surprising such good sportsmen 
as the Americans should not have seen the one-sidedness of the 
reservation." 

The cup committee reserved the schooners Columbia, Sappho, 
Dauntless and Palmer to race against Livonia. Columbia, 
owned by Franklin Osgood, was a centre-board vessel 107.11 feet 
over all, 96 feet on the water-line, 25.1 feet beam, 8.3 depth 
and 6 feet draft without her board. She was built in 1871 by 
J. B. Van Deusen, and was specially adapted to light and moder- 
ate breezes. Palmer, owned by Rutherford Stuyvesant, was a 
centre-board schooner 110.9 feet long, 104.3 on the water-line, 
24.2 feet beam, and 10.3 feet deep. She was built by Byerly & 
Son at Philadelphia, in 1865. She was not called upon to sail in 
the series against Livonia, though held in reserve. Sappho and 
Dauntless have already been described. 

The first race in the series was sailed October 16th in a light 
northwest wind. Sappho and Columbia were at the line when the 
cup committee arrived and named the latter, which was the better 
light-weather boat, to sail against the British yacht in the first 
race. 

Columbia took the lead at the start, running very fast with her 
centre-board up. At the Narrows she was three minutes ahead of 
Livonia, and at the light- vessel nearly fifteen minutes. The 
race was in no way noteworthy. A large crowd witnessed it. 
The summary : 





Start 


S. W. Spit 


Light- 
Vessel 


S. W. Spit 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. s. 


H. M. S. 


H. M. s. 


H. M. S. 


H. M, S. 


H. M. S. 


H. M. s. 


Columbia . 


10.40.00 


12.04.00 


I-23-53 


3-50-I3 


4.57.42 


6.17.4a 


6. 19.41 


Livonia 


10.40.00 


ia.08.a7 


1. 38.31 


4.19.50 


5-23-00 


6.43.00 


6.46.45 



Columbia won by 25 m. 18 s. actual time, and 27 m. 4 s. cor- 
rected time. 

In the next race, sailed on the 18th of October, Mr. Ashbury 
was given ground for complaint that led to further unpleasantness. 

Columbia was again chosen to sail against Livonia. The 
course was to have been twenty miles to leeward E. N. E. from 
Sandy Hook, and return, but as laid out it was only fifteen miles. 
The wind, at the start fresh southwest, rose to a moderate gale 
after backing to W. N. W. This gave a reach to the mark with 
the wind over the port quarter, and another reach home, and not, 
as agreed, a race to leeward and windward, or the reverse. 

Columbia won the race, and Mr. Ashbury entered a protest, 
on the ground that Columbia rounded the outer mark contrary to 
instructions. His protest was not considered favorably by the 
regatta committee. As there was a warm controversy at the time 
over its merits, the subject is worthy of study. 

Capt. Roland F. Coffin, a yachting authority of that day, sailed 

[66] 



^THE AMERICA'S CVP ['^7.] 

on Columbia in this race, and thus describes it, in his book, " The 
America's Cup," (Scribners', 1885) : 

" Previous to the start, when the owner of the Columbia 
brought the written instructions on board, his captain after reading 
them said, ' There is no direction as to the turning mark, how 
shall I turn it? ' ' I '11 go and see,' said Mr. Osgood, and getting 
into his gig again he went on board the committee boat and returned 
with the instruction, ' Turn as you please.' 

" With a cracking breeze four points abaft the beam, and with 
all kites aloft [i.e.: club- topsails, main topmast-staysails, flying-jibs, 
balloon -jibs and balloon -jibtopsails] , the yachts went flying off, the 
Livonia, which had started a couple of minutes ahead, keeping her 
lead for the whole reach. In England, the rule is : When no in- 
struction is given, to leave all marks on the starboard hand. To 
do this necessitated a gybe at the outer mark, and with the 
Livonia's big sprit-topsail aloft this was a serious matter, and had 
he known that he was at liberty to turn the mark either way, of 
course the captain of the Livonia, a thorough seaman, would have 
luffed around ; but he did not ; he was leading, and believing that 
he must leave the mark on the starboard hand, he did so, gybing 
around it all standing, at the imminent risk of losing his topmast. 
Of course, with all sheets flowing, he went far to leeward of the • 
mark, and in so stiff" a breeze had to luff" to and trim flat for the 
beat home. 

" The Columbia meanwhile, whose captain did know that he 
could turn the mark either way, cut in 'twixt the mark-boat and 
the Livonia's stern, and tacked around the mark, cleverly getting 
her sheets aft in the act of tacking, and starting on the home 
stretch away up on her opponent's weather quarter. 

The wind had hauled sufficiently for the yachts to lay their 
course to the light- vessel without tacking, and was now a moderate 
gale. Columbia stowed her topsails and reefed her foresail for the 
reach home. Livonia hung on to her foretopsail, but took in her 
maintopsail and jib-topsail. She made better weather of it than 
Columbia, but failed to hold her rival, who won handily." 

The summary of the race was as follows : 



Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 


H. M. s. 

12.05, 36>^ 
12.03.20% 


H. M. s. 
1.32. 10 
1. 31. 00 


H. M. s. 
3.07.15 
3. 10.10 


H. M. s. 

3.01. 38>^ 
3.06.49)^ 


H. M. s. 
3.07.41^ 



Columbia 
Livonia . 

Columbia won by 5 m. 11 s. actual time, and 10 m. 33^ s. 
corrected time, establishing a racing record for thirty miles that 
has not yet been broken in cup matches. 

Mr. Ashbury's protest, sent to the regatta committee imme- 
diately after the race, was as follows : 

[67] 



['«7.] THE LAWSON HISTORY 

October 18, 1871. 
To THE Sailing Committee of the New York Yacht Club : 
Gentlemen : — I herewith claim to-day's race for Livonia on 
the ground that Columbia rounded the stake-boat (steamer) 
contrary to your sailing regulations. Livonia was gybed 
round the mark-boat on the starboard hand, while Columbia 
winded round on the port hand, passing to southward and 
westward. By doing this the latter gained a great advantage 
over Livonia, as she came out some distance to windward, 
and the yachts could not at that time lay their course to the 
Sandy Hook lightship. Of course it would be impossible to 
say now whether the result would have been different had 
Columbia left the mark-boat on the starboard hand, but I am 
entitled to make a protest against the race being awarded to 
her on two sufficient grounds : firstly, by rounding contrary 
to your instructions she did gain a palpable advantage over 
Livonia ; and secondly, in the interest of general match sail- 
ing and the danger of violating such regulations by the most 
obvious unfairness. It is with great reluctance that I make 
such protest, especially as I never made a protest in my life 
before this one and the two under which I am sailing this 
series of races. But I am confident that you will admit that 
I am, under the circumstances, fully justified in claiming the 
race. Yours truly, 

James Ashbury. 

It would appear that Mr. Ashbury forgot his protest in the 
Sappho match of 1868 when writing the above. 

The regatta committee made the following reply : 

James Ashbury Esq., 

Commodore Royal Harwich Yacht Club : 
Dear Sir : — Your protest of the 18th inst. is duly received 
and has been laid before the committee. I am directed to 
state that it cannot be entertained. The sailing regulations 
for the outside course, a printed copy of which was furnished 
to you, leaves the matter of turning the stake optional. 
I am yours truly, 

Charles A. Minton, Secretary. 

A writer in The Spirit oftheTimes, which paper voiced the best 
sentiments of the American press in yachting at that period, said 
of the committee's decision : 

" We do not say that this (the movement at the stake-boat) 
gave her (the Columbia) the race, for as her winning time was 
8 m., it is not probable that this made all that difference, but it 

[ 68 ] 



COLUMBIA 

First defender of the America's cup in i8yi, and holder of the record for 
fast time in a race for the cup. From a pen drawing by W. G. Wood. 




1J02. 




^THE AMERICA'S CVP ['«7i] 

helped ; and at any rate, as it was clear that one captain had ex- 
plicit instructions which the other did not have, Mr. Ashbury was 
perfectly justified in asking for another race, the committee was 
at fault in not acceding it to him. 

"Had this concession been made, there would have been no 
protest from Mr. Ashbury, and the committee ran no risk in mak- 
ing it, for either of the four yachts could have beaten the Livonia. 
. . . However, it was refused, and the club has had to bear the 
odium of the fault of its committee. That the course was not full 
forty miles, is shown by the time, 3 h. 1 m. 10 s., and while this 
was an added reason for another race, the fact that it was not a 
race to windward for half of the course, was the third reason." 

J. D. Jerrold Kelley, in his "American Yachts," has this to 
say on the subject : 

"It would have been better perhaps, as it always is under 
similar circumstances, if they (the committee) had accorded a 
visiting yachtsman, who had twice pluckily crossed the ocean, the 
benefit of the doubt which did, and does, exist, as to the fairness 
of this competition. Mr. Ashbury did not claim the victory then, 
but asked for another race, and, Messieurs, you should have given 
it to him. 

"Unfortunately, he fell into the hands of the Scribes, and 
there was a rattling newspaper skirmish all along the line, which, 
while settling nothing, irritated right-thinking men, who finding 
what they called logic unavailing, simply viewed the discussion 
from a national standpoint." 

The America's cup committee of the New York Yacht Club 
made the following report on this race : 

Wednesday, Oct. 18, — Outside course, 20 miles from 
light-ship and return, to sail to windward going or returning ; 
yacht selected, Columbia ; heavy wind. Columbia winner by 
10 m. 33 s. The committee regrets to be obliged to report 
Mr. Ashbury's dissatisfaction with their decision in this race. 

From its inauguration to the present time, in all matches 
sailed under the rules of this club, it is a settled rule that the 
manner of turning a stake-boat or mark of any kind is optional 
unless specified to the contrary. For this reason it is custom- 
ary, when sailing in regattas or sweepstakes, to specify the 
manner of turning a stake-boat, in order to lessen the danger 
of collision, when a large number of vessels are competing in 
a race. But in matches between two vessels, of which many 
have been sailed under club rules, it has never been custom- 
ary to do so. As far as it is known to your committee the 
same rule holds good in England now. It can be stated with 
certainty, however, that such was the rule when the America 

[69] 



[•«7.] THE LAWSON HISTORY 

won the cup in 1851. August 23d, 1851, the day after the 
race for the cup, Capt. Ackers, of the yacht Brilliant, sent a 
protest to the commodore of the Royal Yacht Squadron against 
awarding the cup to the America, on the ground that she had 
passed inside instead of outside of the Nab hght, the latter 
course being the usual one in the annual regattas of the 
Royal Yacht Squadron, which was the course selected for this 
contest. The committee having ascertained that the written 
instructions to Commodore Stevens did not mention the man- 
ner of turning the Nab, decided unanimously against the pro- 
test, on the ground that, when not specified to the contrary, 
the manner of turning any mark or stake-boat was optional. 
On the 28th of August, 1851, the America sailed a private 
match with Mr. Stephenson's schooner Titania, twenty miles 
before the wind and back, the Earl of Wilton, Commodore 
of the Royal Yacht Club Squadron, being, by desire of Mr. 
Stevens, the sole umpire of the race. The America, going 
down before the wind, rounded the mark steamer precisely 
as the Columbia did in the present instance — that is, leaving 
it on the port hand and luffing up on the port tack. The 
Titania was nearly five minutes behind, and therefore had 
ample time to turn, leaving the steamer on the starboard 
hand, as the Livonia did, and thus might have claimed the 
stakes under a protest. Mr. Stephenson, however, followed 
the America's track, and although, as the previous contest 
shows, our English brother yachtsmen were quite ready with 
protests, no question was raised by him or by the umpire or 
by any outsider on the ground now claimed by Mr. Ashbury 
as the authorized rule. The committee have dwelt at some 
length on this matter because, although by the rules of this 
club there is no appeal from their decision, Mr. Ashbury not 
only declined to accept it as final, but made it the foundation 
of communications to them through the press, which were of 
a disagreeable character generally, threatening to appeal to 
tribunals unknown to this club for redress against what he 
deemed unjust treatment. The friendly relations which from 
an early period in its history have existed between the club 
and the Royal Harwich of England, have induced the com- 
mittee to take no notice of the communications referred to, 
presuming they would not be indorsed by the club, which, in 
other respects, Mr. Ashbury has represented in so spirited 
manner, and they are on that account not incorporated in this 
report." 

Mr. Ashbury declined in writing to accept this decision of the 
committee. 

[70] 



of THE AMERICA'S CVP c^/.] 

It was the purpose of the committee to select either Palmer, 
Sappho or Dauntless to sail in the third race of the series, October 
19th, but through accidents or unpreparedness none of these ves- 
sels was available. Palmer's sails were torn, and her rigging 
needed setting up, and Sappho was in dock. Dauntless had a 
rent in her mainsail, which was mended while the committee 
waited. When being towed to the line one of her stays was fouled 
by the towing hawser and carried away, which put her out for the 
day. Magic, winner of the cup race of 1870, was at the anchor- 
age, and it was proposed she be selected to sail against the chal- 
lenger, since the vessels reserved were not ready. Mr. Ashbury 
agreed to sail against her, ' ' or any other American schooner, ' ' 
but the committee decided that in justice to him it should hold to 
one of the four vessels previously reserved to make the defence. 
It therefore pressed Columbia again into service, on her arrival at 
the anchorage from Gravesend Bay, where she had lain the night 
before. 

Columbia was no more in condition to race than the other ves- 
sels. Her rigging was in need of setting up after her hard race 
of the day before, her foremast was sprung at the hounds, 
and her crew, not expecting to be called on again, had done 
nothing to prepare for another race, while her sailing-master, 
Nelson Comstock, was hors de combat. Hands from Dauntless 
were sent aboard Columbia to help her crew, while Andrew Com- 
stock, sailing-master of Magic, and brother of Nelson, was selected 
to sail the vessel. Besides, there was an array of amateur talent 
on board, including B. F. Osbon, editor of The Nautical Gazette^ 
Lester Wallack, the actor, and Henry Steers, brother of George 
Steers, designer of the America. It is interesting to note under 
what conditions and by whom the vessel was sailed that day, as 
this is the only race in more than fifty years of sailing for the 
America's cup in which the American vessel lost. The sailors on 
Columbia attributed the loss of the race to " too many amateurs." 
The wind from the start was fresh from the southwest. 
Columbia lost three minutes at the start. All the way to the 
Southwest Spit too much sail was carried on her. In one puff she 
went down to the sheer poles, and all hands stood by to jump, 
fearing she would capsize. In another her fore-gafFtopsail split. 
At the Southwest Spit her flying-jib stay went by the board. This 
caused a delay of six minutes, in consequence of the vessel missing 
stays, while it deprived her of the use of her flying-jib for the re- 
mainder of the race. No accidents befell Livonia, whose rig was 
heavier than Columbia's, and she led the way to the light-vessel 
with ease, rounding nearly a mile in the lead of the American 
schooner. From the light-vessel back to the Hook, Columbia held 
her own, though she steered extremely hard, with a full mainsail and 

[71] 



Light- 
Vessel 


S. W. Spit 


Finisli 


Elapsed 
Time 


Corrected 
Time 


H. M. s. 


H. M. S. 


H. M. s. 


H. M. S. 


H. M. S. 


3.20.30 


4-aS-SS 


5.18.05 


3-S3-05 


4.02.25 


3-i5-4S 


4-3I-30 


S-37-38 


4.12.38 


4-I7-35 



C'«7x] THE LAWSON HISTORY 

not enough head-sail to give her a proper balance. Had the main- 
sail been reefed inside the Hook she would have handled better when 
eased off for the home run. It was not, and in a few minutes the 
steering-gear broke under the severe stram, the standard holding 
the spindle of the wheel givmg way. The vessel was helpless for 
some minutes, while with axes her nickel-bound mahogany wheel- 
box was smashed, in order that a tiller might be rigged. With 
an improvised tiller the course was again taken, but the tiller 
worked badly, and troubles increased, through the parting of the 
maintopmast-staysail sheet. The sail slatted itself into ribbons on 
the foot before it could be taken in. At 4.59 Columbia gave up 
the fight, by lowering her mainsail. She proceeded home under 
easy sail, being beaten by Livonia 15 m. 10 s. This ended Colum- 
bia's connection with cup racing. 
The summary of the race : 

Start S. W. Spit 

H. M. S. H. M. S. 

Livonia .... 1.25.00 2.38.00 
Columbia. . . . 1.25.00 2.46.00 

For the fourth race, on October 21st, the committee had 
Sappho, Dauntless and Columbia at the line. The former was 
chosen to sail. Previous to the race Mr. Ashbury notified the 
committee that he continued the series " without prejudice to my 
confirmed claim." 

The course was twenty miles to windward from Sandy Hook 
light-vessel. The wind was south-southwest and light at the start, 
increasing later to a strong whole-sail breeze. The contestants 
were at the starting-point before noon, accompanied by the schoon- 
ers Dauntless, Dreadnaught, Columbia and Enchantress, and one 
excursion steamer. Sappho led at the start by about two minutes, 
and held this lead until near three o'clock, when the wind fresh- 
ened, and her speed increased notably. Her topsails were then 
stowed, and she was snugged down for a hard hammer to wind- 
ward in the increasing breeze, driving through the rising sea at a 
remarkable pace, though sometimes buried to the hatches. In one 
especially strong gust she heeled so far her cockpit filled, and a 
small boat carried there floated out, and went off to leeward. 
Steadily increasing her lead on Livonia, the American schooner 
worked out rapidly on her opponent's weather, and two-thirds to 
the mark was two miles to windward. This distance was subse- 
quently doubled, and Sappho rounded the mark 27 m. 35 s. ahead 
of her rival. On the run home she was not driven hard, but in- 
creased her lead by nearly 4 m. , winning by 30 m. 21 s. The con- 
test was a splendid demonstration of the high quality of schooner 
racing. The summary : 

[72] 



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^THE AMERICA'S CVP [««7i] 





Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. S. 


H. M. s. 


H. M. S. 


H. M. s. 


B. M. s. 


Sappho . . . 


. . . I2.1I.OO 


4.02.10 


5.44.24 


5-33-14 


5.39.02 


Livonia . 


. . . 12. 12.5a 


4.29.4s 


6.17.30 


6.04.38 


6.09.23 



Sappho won by 30 m. 21 s. 

The fifth and final race of this series was sailed on October 
23d, Sappho again being selected as the cup defender. The fine 
race of this schooner on October 21st had aroused public interest, 
which flagged after the first race, and seven excursion boats put 
out to see the sport. The race was over the New York Yacht 
Club course, the wind blowing fresh, west by south. The start 
was from anchor, the vessels having springs on their cables. 
Livonia's foretopmast was housed, but she set her maintopsail. 
Sappho had working topsails set. Livonia got the better start, 
and led until buoy 11 was reached, when Sappho went through 
her lee, and continued to gain, leading her at the light-vessel by 
more than twelve minutes. Following is the summary : 

Light- Elapsed Corrected 

Start S. W. Spit Vessel S. W. Spit Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. H. M. 3. H. M. S. 

Sappho . . . ii. 21.00 12. 15. 12 1.32.58 3.12.04 3-59.05 4.38.05 4.46.17 
Livonia . . . 11. 21. 00 la. 16.58 1.45.22 3.34.30 4.25.41 5.04.41 5. 11. 44 

Sappho won by 25 m. 27 s.* 

Mr. Ashbury was by no means satisfied with the result of the 
races, and at the conclusion of the fifth race served notice on the 
New York Yacht Club, October 23d, 1871, that Livonia would be 
at the line ready to start " race number six," next day, and that 
he would sail over the course twenty miles to windward or lee- 
ward and return, whether any yacht was there to meet him or not ; 
also that he would sail again on the 25th, thus making seven 
starts. 

On October 24th Mr. Ashbury sailed Livonia in a private 
match against Dauntless twenty miles out from the lightship and 
back. Dauntless won by 10 m. 31 s, Mr. Ashbury claimed 
that his boat went over the course alone so far as the club 
was concerned, and that he was entitled to one cup race on this 
account. He arranged a second race with Dauntless for October 
25th, but the weather was so bad that the mark-boat could not go 
out. Mr. Ashbury claimed that, as there was no boat at the line 
to meet him, he was entitled to still another cup race, and therefore 
to the cup, counting his victories as follows : The second race be- 
cause Columbia rounded the stake-boat on the wrong side, the 
third race because he beat Columbia, the sixth and seventh races 

* This was Sappho's last appearance in cup Naples, who cruised in her and raced her for several 
races. She was subsequently raced in Europe, and years. She was not seen on this side of the At- 
was sold to an Italian nobleman, Prince Sciarro, of lantic after the early seventies. 

[73] 



[^«7x] THE LAWSON HISTORY 

because no boat was sent by the club to compete. This made, 
according to his figuring, four races out of seven to his credit. 
Had his protest been allowed, and had no boat been sent to meet 
him October 24th and 25th, Mr. Ashbury would have been en- 
titled to the cup. Such a thing, however, was impossible, for in 
the event of his protest being allowed he would have been met as 
he desired. The New York Yacht Club made no reply to these 
claims beyond acknowledging receipt of his letter. 

On his return to England Mr. Ashbury reviewed the races in 
extenso, accusing the New York Yacht Club, by letter to the club, 
with "unfair and unsportsmanlike proceedings," and stating that 
if he ever came again in quest of the cup he would bring his legal 
advisers with him. He seemed firmly convinced that the Yankee 
yachtsmen were too ' ' cute ' ' to conduct races on the high moral 
plane that existed in England. Mr. Ashbury's letter to the club, 
referred to above, was laid on the table, and has been there thirty 
years.* 

Mr. Ashbury, before this unpleasant episode arose, had placed 
in the hands of James Gordon Bennett three cups to be sailed for 
by vessels of the New York Yacht Club. The club disposed of 
the cups by the following resolution, which was unanimously 
adopted : 

WTiereas, Inasmuch as Commodore Ashbury has charged 
the New York Yacht Club with sharp practice and unfair and 
unsportsmanlike conduct in their dealings with him, 

Resolved, That they cannot with any respect compete for 
the cups which were deposited with Commodore Bennett by 
Commodore Ashbury, to be sailed for by the yachts of the 
New York Yacht Club, and that the secretary be instructed to 
return the cups to Commodore Ashbury. 

Following this incident Mr. Ashbury issued a pamphlet in 
England in which he reviewed all the points that had been at 
issue between himself and the New York Yacht Club. It was 
written from the standpoint of a man who believed himself wronged 
by persons whose standing in sporting matters was doubtful. 

The New York Yacht Club felt that the pamphlet, being an 
attack on the club, should not be permitted to remain unanswered, 

* Capt. Roland F. Coffin, for many years well schooner Sappho. The Guinevere was withdrawn, 

known as an accurate writer on yachting matters, and Mr. Douglas [W. P. Douglas, then vice 

is authority for a story which illustrates to what commodore of the New York Yacht Club] , owner 

ends the bitterness engendered in yachting disputes is of the Sappho, at once withdrew her, declining to 

sometimes carried. In a volume called " The His- sail against Mr. Ashbury. He started, however, 

tory of American Yachting" (Cassell&Co., 1887), fifteen minutes after the Livonia; came up with 

Capt. Coffin says: "Apropos of Mr. Ashbury, the her and ran through her lee, and then went over 

Havre (France) regatta was sailed July 12th, the course, finishing an hour and a half ahead of 

1872, and among the entries were the British her." 
schooners Guinevere and Livonia, and the American 

[74] 






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of THE AMERICA'S CVP 



[1871] 



and on October 24th, 1872, the club addressed a letter to the 
Royal Harwich Yacht Club protesting against the language in the 
pamphlet, stating that "in this pamphlet Mr. Ashbury reiterates 
certain statements which had already been distinctly refuted. It 
also contains many specious arguments . . . disingenuous in their 
construction and unfair as to the impression they are meant to 
convey. ' ' 

The club passed this judgment on Mr. Ashbury as a gentle- 
man : 

' ' We are accustomed to hold that there are certain acts 
which a gentleman cannot commit. Whatever the cause, Mr. 
Ashbury evidently thinks otherwise, and with an apparent uncon- 
sciousness that it ought to give offence, he seems to look behind 
every action for an unworthy motive, and seek in every explana- 
tion evidences of concealment and want of candor." 

This was a very clear statement of the view taken of Mr. 
Ashbury by the club members, and not especially diplomatic. 
Had the challenger's tendencies toward hasty though determined 
action been more closely observed and had more tact been em- 
ployed in dealing with him, as could have been done without sac- 
rificing principles, the club might have been spared a great deal 
of trouble. However, Mr. Ashbury accomplished considerable 
good, as most men do who attack something palpably wrong. He 
showed the world the injustice of sailing more than one vessel 
against a challenger, thus setting the leaven to work that was to 
result in a fairer basis for the sport. He also caused the New 
York Yacht Club to adopt a more considerate attitude toward the 
claims of visiting sportsmen. It is to such men as he that thanks 
are due for progress made toward more intelligent consideration of 
the claims of challenging yachtsmen. He at least had the courage 
of his convictions, which a distinguished disputator who came after 
him in the same field did not have, and for that he is deserving of 
a prominent place in the list of challengers. 




[75] 




[.876-X88X] ^j^E LAWSON HISTORY 



CANADIANS TWICE CHALLENGE FOR 
THE CUP, AND RACE WITH LITTLE 
SATISFACTION: 1876-81. CHAPTER VL 

►HE experience of Mr. Ashbury, first challenger 
for the cup, in his second trial, with his schooner 
Livonia, had two immediate effects : it caused a 
coolness between English and American yachts- 
men which lasted for some years, and it taught 
the New York Yacht Club that a policy of dealing 
arbitrarily with challengers did not pay. 

When, therefore, another challenge came for 
the cup, in 1876, the club was quite ready to 
make concessions, and did so in a measure that showed time and 
reflection to have given it a broader view. 

The chapter in the history of the cup which began in the 
spring of 1876, and ended in the fall of 1881, covers the two 
weakest efforts ever made to win the cup. The challengers in 
those years were Canadians, and the events in which they figured 
may be grouped, as they represent the only Canadian challenges 
for the trophy. The challenger of 1876, Countess of Dufferin, 
was the last of the challenging schooners, and the challenger of 
1881, Atalanta, the first challenging sloop. Both were from the 
inland seas, and were looked upon with not a little contempt by 
salt-water sailors. Though their performance was not strong, 
they had their use, for they served to keep alive interest in the cup 
at a time when the Elnglish did not seem inclined to regard the 
game worth the candle in challenging for it ; while the circum- 
stances of the challenge of 1881 led to several changes in the deed 
of gift under which the club was held by the New York Yacht 
Club as trustee. 

The first Canadian challenge was received in April, 1876, from 
Major Charles Giffbrd, vice commodore of the Royal Canadian 
Yacht Club of Toronto, who was the head of a syndicate or stock 
company, formed to build the Countess of Dufferin. Capt. Alex- 
ander Cuthbert, of Cobourg, Ontario, a member of the syndicate, 
was designer and builder of the challenger, which was in frame at 
Cobourg when the challenge was sent. Capt. Cuthbert had turned 
out several models that showed speed, and the Canadians had faith 
in his ability to produce a vessel fast enough to compete with some 
show of success for the America's cup. 

Major Giffbrd' s challenge was conditional on the six months' 
notice clause in the deed of gift being waived. As this clause 
was inserted to give the challenged club time, if it were deemed 

[76] 



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^THE AMERICA'S CVP c^m-issx] 

necessary, to build a defending yacht, and as the club believed a 
new yacht was not needed to defend the cup in this instance, the 
six months' notice was waived. The New York Yacht Club also 
agreed to give the challenger three races. If sailed in July one 
was to be over the inside course, and one outside, the third to be 
determined by lot ; if in August, the challenger was to be invited 
to sail in the club cruise, one race should be sailed over the Block 
Island-Newport course, and one twenty miles to windward and 
return, the course of this race to be determined by lot. 

This was a liberal and sportsmanlike way of meeting the chal- 
lenger. It left one point in doubt, however, and an important 
one, for no mention was made by the club as to whether it in- 
tended to reserve more than one vessel to meet the challenger. 
Major Gilford wrote. May 2d, to ask whether the club would, 
in case of a match, sail one yacht against the challenger, "or 
one out of four, as in Capt. Ashbury's case, or whether it is to 
be an open race for all the yachts of the New York Yacht Club 
squadron." 

The club replied that ' ' a yacht would be at the starting-point 
on the morning of each race to sail the match." This left open 
the question of how many yachts the club would employ against 
the challenger, but at a later meeting the club agreed to name 
their defending yacht in advance, and name but one. This was a 
most important event in the history of the cup, and another step in 
the right direction. 

The dates set for the races were July 10th, 12th, and 14th. 
Later these dates were changed, the first race to be sailed 
August 11th. 

The challenger left Lake Ontario in June. Her mainsail was 
made and bent at Kingston, but was found too large for her main- 
mast, and at Quebec a new spar was stepped. The yacht left 
Quebec June 28th, proceeding down the St. Lawrence and around 
the coast of Nova Scotia under her own sail, arriving in New York 
July 18th. Flattering notices of her speed were telegraphed from 
points in the provinces in the course of her passage. She was 
thus described in a provincial paper while en route : 

" She is 107 feet long over all, 24 feet beam, and will only draw 
6% feet when in racing trim. Her mainmast is 65 feet and her 
topmast 30 feet long. She carries a main-boom 55 feet in length, 
and will spread nearly 4000 yards of canvas. She has plenty of 
sheer, and is as handsome a yacht, taking her all around, as we 
ever saw. Her hull is painted black and her decks of a light 
straw-color. Her internal arrangements are very good ; she is 
221 tons register, but is so sharp fore and aft as to make her room 
less available ; however, she will accommodate eight in her cabins. 
Her counters are pared away very much, and her stern over- 

[77] 



[x876-xm], THE LAWSON HISTORY 

hangs 11 feet. This, with a rakish bow, gives her a dashing 
appearance." 

From such notices as this, and reports of her speed received 
from seaports in the provinces. New York prepared itself to see a 
formidable vessel, investing the stranger with those attributes of 
prowess which defenders of a citadel are wont to attribute to 
an aggressive foe. It was ever thus in yacht racing, as in other 
matters of human effort. Romance hangs on every sail in the 
horizon except our own, says Emerson. But the halo of romance 
around the Countess vanished when she arrived in New York. The 
yachting barnacles of the coast jeered at her. She had "fresh 
water " written all over her, and this, in the eyes of the salts, was 
a crime. Her sails were said to " set like a purser's shirt on a 
handspike." Her hull lacked finish, being "as rough as a nut- 
meg grater," old salts declared, and she had little of the shipshape 
appearance expected of a cup challenger. 

While the shortcomings of the vessel might be attributed in 
some degree to the natural difference between fresh-water and salt- 
water style of build, there is little doubt the Countess of Dufferin 
suffered from hasty construction and fitting out and lack of tuning up. 
A full summer's work off New York would have been little enough 
to bring out what was in the vessel. Here was a schooner built 
in a hurry, on limited means, rigged and fitted out in a rush, and 
brought from fresh water to salt, which was expected by the men 
of the coast to present as good an appearance as the perfectly fin- 
ished craft owned by millionaire club men, manned by experienced 
sailors, and tried, re-modelled, and fixed over until they were abso- 
lutely as good as they could be made. These facts do not change 
the conditions under which Capt. Cuthbert labored, but they are 
mitigating circumstances which should have lightened somewhat 
the weight of ridicule under which he labored from his first ap- 
pearance on this coast with his challenging vessel. He was an 
earnest man, and attempted flights which he would not have 
essayed had he soberly counted the cost. 

The Countess of Dufferin was in no sense a national type, and 
was even less typical of the marine whose flag she flew than was 
Livonia. Her model was American, the ideas embodied in it hav- 
ing been obtained by Capt. Cuthbert, according to general belief, 
from a design by P. McGiehan, a boatbuilder of Pamrapo, N. J., 
who had built a sloop yacht called the Cora for a Canadian yachts- 
man, which had proved the fastest boat on the lakes. Mr. Cuth- 
bert set about to beat the Cora, and did so with the sloop Annie 
Cuthbert, which embodied many of her lines. The Countess of 
Dufferin was an enlarged Annie Cuthbert. 

With proper fitting out, and plenty of salt-water sailing to help 
her in finding herself, the Countess of Dufferin doubtless Avoald 

[78] 



MADELEINE 

Defender of the America's cup {iS^d) against Countess of Duffer in, 
third challenger. From a pen drawing by W. G. Wood, after a photo- 
graph. 



^THE AMERICA'S CVP i^^y^-.^^^i 

have shown herself better than the average centre-board schooner 
of her time. She had a fine, clean entrance, but her stern was 
faulty, with heavy quarters rapidly pared away toward the transom. 
Her greatest beam was also too far aft of her longitudinal centre. 
The result was that while she could sail fairly fast in a Ught 
breeze when given a good full, she would not "hold on" when 
pinched into the wind. Her sails were very bad, and on her ar- 
rival in New York they were taken off, to be recut by Wilson. 
Her steering gear and blocks were of American make. 

A line on the Countess of Dufferin's speed was obtained before 
the cup races by her performance in the race started July 27th, 1876, 
for the Brenton Reef cup, an international challenge trophy pre- 
sented in 1871 to the New York Yacht Club by Commodore James 
Gordon Bennett. The course was from Sandy Hook hght-vessel to 
Brenton Reef, oif Newport, and back. The America, Idler, Tidal 
Wave and Wanderer entered, and the Canadian yacht went over 
the course with them, though not entered for competition for the 
prize. The wind at the start was fresh south-southwest. In the 
run to Brenton Reef the Countess of Duiferin beat the America by 
8 m. 35 s. 

"How she managed to do this," wrote a sarcastic yachting 
critic of the time, " is a darksome mystery of the deep." She 
was 30 m.. 35 s. behind the Tidal Wave, which was in the lead at 
the turn. On the start home, a thresh to windward, the Countess 
" kept sagging sidewise," to quote an account of the race, show- 
ing herself weak in windward work. She finished several hours 
after the Idler, the winner. 

After this race Major Gifford asked a postponement of the cup 
races until the 14th and 15th, in order to give him time to get an 
entire set of new "balloons," and a new foresail. The request 
could not be granted, as the club cruise began on the 14th. 

In preparation for the races the Countess of DuiFerin was 
hauled out at Port Richmond, Staten Island, and men were set to 
work planing and otherwise smoothing her underbody, after which 
she was given a coat of pot lead and grease. All her sails, except 
her jibs, were either made or recut in New York. Several New 
York yacht sailors were shipped to augment her crew, and Capt. 
"Joe" Elsworth, of Bayonne, N. J., a skilful and experienced 
New York Bay skipper, was engaged as pilot. 

The yacht selected to sail against the challenger was Made- 
leine, owned by John S. Dickerson, one of the smartest schooners 
in the New York Yacht Club fleet. She was buih in 1868 by 
David Kirby, at Rye, N. Y., as a 70-ton sloop, but was subse- 
quently lengthened, "hipped" and otherwise improved, and 
rigged as a schooner. After this she was changed several times. 
In 1876 she was 106 feet over all, 95 feet on the water-line, 24 

[79] 



[X876-I88I] THE LAWSON HISTORY 

feet beam, and 7 feet 4 inches draft, with a centre-board. She 
had a graceful, clean bow, with curving sheer, and a full quarter 
and stern, with beautiful lines. She had won a reputation by vic- 
tories over some of the smartest yachts of her time, and was put 
forward for the cup races with confidence. 

Just before the races Madeleine was taken out in dock and the 
copper on her bottom was burnished until it shone like gold. She 
was in the pink of condition in every respect when she came to 
the line. 

Defender and challenger met for their first race on Friday, 
August 11th. The day was warm, and there was a moderate 
breeze from southerly points. The regular New York Yacht Club 
inside course was to be sailed, from a point off Stapleton, Staten 
Island, around buoys S}4 and 10 off Southwest Spit, to Sandy 
Hook light- vessel and return, finishing just outside the Narrows. 

Owing to the performance of the challenger in the run to Bren- 
ton Reef, the public, which does not always analyze facts presented 
in a race, had received a false idea of the Countess of Dufferin's 
speed, and there was considerable popular uncertainty as to what 
the stranger might do against the Madeleine. There was, there- 
fore, a large out-pouring of enthusiasts to see the start of the race, 
the excursion fleet being dense around the line, and the scene 
animated. 

When the preliminary signal was sounded at 10.55 the 
Countess of Dufferin was under sail, standing for the line, but 
sheeting her headsails to windward she lay to for the word. The 
Madeleine lay at anchor with short hawse. She got her anchor 
at once on receiving the signal, and stood for the line, but came 
about before the starting-gun, and made a short tack before stand- 
ing inshore again. Twice both vessels stood for the line ready to 
cross, but a small sloop yacht being in the way, they were obliged 
to go about. Finally they came for the line, on the port tack, 
nearly side by side, Madeleine in the windward berth. Unfortu- 
nately for the Countess of Dufferin she was obhged to luff to clear 
a brig anchored to leeward of her course, and in doing so she 
came near enough to Madeleine to be blanketed, thus losing head- 
way, while her rival made for the line, and crossed, under a good 
spurt, at 11.16.31, while the Countess of Dufferin crossed at 
11.17.06, going slowly. 

Madeleine was then carrying, in addition to lower sails, a club- 
topsail at the main, a working -topsail at the fore, and flying-jib. 
The Countess of Dufferin carried the same canvas, and a jib-top- 
sail besides. 

The first tack of the vessels, toward the Staten Island shore, 
was necessarily a short one, and in less than two minutes they 
tacked to starboard, the Madeleine setting a working maintopmast- 

[80] 



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19/ THE AMERICA'S CVP [i«76-i88i] 

staysail as she went about. The sail did no good, and was 
promptly taken in. 

The vessels worked down through the Narrows in close 
company. On reaching open water Madeleine stood over into 
Gravesend Bay, to avoid the flood tide. The Countess of Duf- 
ferin violated a well-established racing custom by not following 
suit, and kept on over the West Bank, in the full strength of the 
flood tide, with the result that when the vessels next came into 
company the Madeleine was a mile to windward. The remainder 
of the race was a steadily losing stern-chase for the challenger, 
though outside the Hook, in a freshening breeze from a little east 
of south, she seemed to sail very fast. 

On approaching the light-vessel Madeleine set a club-foretop- 
sail, and while doing so overstood the mark about five minutes. 
She rounded at 2.51.52, immediately setting a balloon-jib and an 
immense maintopmast-staysail, jibing her mainsail to starboard. 

The challenger rounded the light- vessel at 2.56.52, keeping her 
main-boom to port, with her foresail winged out. This did not 
work well, and the main-boom was jibed to starboard, and the same 
canvas was set as on Madeleine. The run home was uneventful, 
Madeleine steadily increasing her lead, and winning by 9 m. 58 s. 
corrected, and 10 m. 59 s. elapsed time, allowing the Countess of 
Dufferin 1 m. Is. The winner was enthusiastically received 
at the finish, and the cup was counted safe. The summary of 
the race was as follows : 





Start 


Light-Vessel 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. s. 


H. M. S. 


H, M. s. 


H. M. s. 


H. M. S. 


Madeleine .... 


II. 16.31 


a.Si.Sa 


4.41.26 


s. 24.55 


5.*3-54 


Countess of Dufferin . 


11.17.06 


2.56.33 


5-SI-59 


S-34-53 


5.34.53 



The second and decisive race was sailed the next day, 
Saturday, August 12th. The morning was foggy, but by mid- 
forenoon the sun had burned away the fog, and there was a light 
air from south-southeast. The yachts not having wind enough 
to proceed under sail to the starting line at buoy 5, off" the Hook, 
were towed down by the regatta committee's tug, casting off" at 
11.30. 

The course was laid twenty miles to windward, but owing to a 
change in the wind to S.S.W. after the start, the purpose of mak- 
ing the race a beat out and a run home was defeated. 

The preparatory signal was given at 12.02 and the vessels 
got away fifteen minutes later, Madeleine crossing at 12.17.24, 
and the Countess of Duff'erin at 12. 17.58. The schooners America 
and Wanderer were at the line, and the America went over the 
course with the racers, being timed through the courtesy of the 
regatta committee, at the request of Benjamin F. Buder, her 
owner. 

[81] 



[,876-.88i] THE LAWSON HISTORY 

The race was without incident. The contestants wore the 
same canvas as on the preceding day, and the challenger was 
led over the entire course. At one time, when standing out from 
the Hook, she held Madeleine in footing, when given a good full, 
but she was distanced when pinched on the wind. The chal- 
lenger was beaten over the course by Madeleine 26 m. 13 s. 
elapsed time, and by the America 19 m. 09 s. The summary : 





Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 


Madeleine .... 
Countess of Dukferin . 


H. M. s. 

12.17.24 

. 12.17.58 


H. M. s. 
5.01.52 

5-I3-4I 


H. M. S. 

7.37.11 
8.03.53 


H, M. s. 

7-I9-47 
7.46.00 


H. M. S. 

7.18.46 

7.46.00 



The America's time was : Start 12.22.09, finish 7.49.00, 
elapsed time 7.26.51. The America made the beat to the outer 
mark in 1 m. 44 s. less time than Madeleine. 

Capt. Cuthbert consoled himself with the thought, which he 
expressed in words, that he had made as good a showing as 
Livonia, anyway. He was in a measure right. With Mr. 
Ashbury's means he might have done better. 

Not all Capt. Cuthbert 's critics were captious, and at the con- 
clusion of the races it was conceded by many that the speed in the 
challenger was not wholly brought out by her trials here. ' ' Though 
not successful as far as the cup was concerned," said a writer in 
Forest and Stream, "the Canadians may congratulate themselves 
on having produced a remarkably fast yacht, one which, in her 
first attempt, has done herself no discredit." The same writer 
also pointed out that throughout the races, as well as in the pre- 
liminary negotiations, the bearing of the challengers was marked 
by " straightforwardness and courtesy." 

Financial difficulties followed the unsuccessful challenger. 
She was invited to sail in the New York Yacht Club cruise, but 
did not, being laid up at the Seawanhaka Basin, Staten Island. 
It developed that there were differences between her owners, 
while Capt. Cuthbert entertained hopes of further support from 
Canadian sportsmen if he could secure complete control of the 
boat. It was his purpose to make various changes in her, among 
others to rebuild her stern, reducing the overhang, to restep her 
masts, and then to challenge for a series of cup races with her the 
following year. These plans were set awry by the course of 
events. Various creditors appeared with claims against the ves- 
sel, and after a sherifTs sale of Major GifFord's share Capt. Cuth- 
bert set out in her, in September, for the lakes. The schooner 
was sold, and afterward enrolled in the Chicago Yacht Club, where 
she was for many years a leader in her class. 

Ambition was not stifled in Capt. Cuthbert' s breast by his mis- 
fortunes of 1876. Five years later he was heard from again, this 

[82] 



AT ALA NT A 

Fourth challenger fo7- the America's cup. From a pen drawing by W. G. 
Wood, after a photograph used by courtesy of Lieut.-Col. William N. Pon- 
ton, of Belleville, Ontario. 



I 



^THE AMERICA'S CVP [.876-X88X] 

time as a challenger, with the sloop Atalanta, of his own design 
and build, sailing under the flag of the Bay of Quinte Yacht Club, 
of Belleville, Ontario. 

The second Canadian challenge for the cup was as follows : 

Belleville, Ont. May 16, 1881. 

Sir : — At the annual meeting of the Bay of Quinte Yacht 
Club, held on Friday evening. May 6th, the following reso- 
lution was adopted by a unanimous vote : 

' ' That this club do issue a challenge on behalf of Captain 
Cuthbert to the New York Yacht Club, the present holders of 
the America's Cup, to compete therefore in September next." 

In pursuance of the resolution, the Bay of Quinte Yacht 
Club hereby for and on behalf of Captain Alexander Cuthbert, 
a member in good standing of said organization, challenge 
the New York Yacht Club to sail a match or series of matches 
as may be mutually agreed upon, for the possession of the Cup 
known as the "America's Cup" according to the rules of 
and upon the conditions under which the same is held by the 
New York Yacht Club. The challenger names on his behalf 
the sloop-yacht Atalanta. In consequence of the season being 
so far advanced, the Bay of Quinte Yacht Club are constrained 
to ask that the New York Yacht Club will waive the six 
months' notice to which they are entitled and name an earlier 
period for the contest than that which it is their privilege to 
fix. The month of September is therefore suggested, as 
above, as a suitable time. 

Yours truly, 

Richard S. Bell, 
Secretary Bay of Quinte Yacht Club, Belleville, Ont. 

That the New York Yacht Club was still anxious to break away 
from old traditions was shown by its reception of this challenge. 
The six months' notice was waived. The America's cup com- 
mittee of the club addressed the flag officers, asking their advice 
on the point of naming a defender. To their communication they 
received the following reply, which is worthy of preservation : 

June 12th, 1881. 
To W. Krebs, J. F. Tams, and R. Center, Committee on 
America's Cup : 
Gentlemen, — Referring to your communication of the 
11th inst,, we desire briefly to state that in our opinion every 
opportunity should be ofl^ered for a most impartial contest for 
the America's cup. In this view we sincerely trust that the in- 
terpretation of the deed of gift may be so liberal and sports- 

[83] 



[z876-,88o THE LAWSON HISTORY 

manlike as to be beyond cavil. We believe that the vessel 
named at the start should be the defender of the time-hon- 
ored trophy in the series of races. 

John R. Waller, 
James D. Smith, 
Herman Oelrichs, 

Flag Officers. 

The preparations for the contest involved a departure which 
marked the birth of the custom of building boats specially to de- 
fend the cup, though, as events transpired, the defence that year 
was made by a boat not built for the purpose. In canvassing the 
list of American boats fast enough to put against the Canadian chal- 
lenger, the New York Yacht Club decided that the sloop Arrow was 
the most desirable. She was of David Kirby's build, but being 
owned by a non-member of the New York Yacht Club, Mr. Ross 
Winans, of Baltimore, she was not considered available. While the 
question of buying the Arrow was being debated by members of 
the New York Yacht Club, Mr. Kirby, hearmg of the needs of the 
club, agreed to build a boat faster than the Arrow. He was given 
a contract to do so, by the flag officers of the club, John R. Wal- 
ler, Commodore, James D. Smith, Vice-Commodore, and Herman 
Oelrichs, Rear-Commodore. The result was Pocahontas. She 
was a centre-board sloop, 72 feet 6 inches over all, 65 feet 
water line, 21 feet 6 inches beam, 7 feet 10 inches depth, and 
6 feet and 7 inches draft, a typical old-fashioned single-sticker, 
built from a model whittled out, and scaled by the eye. She pre- 
sented an inconsistency often noted in rule-of- thumb models, one 
part of her, the bows, being fine and fair, while another part, the 
counters and stern, was heavy and crude. She was also over- 
sparred, and developed no speed, her racing career being confined 
to three trial races. The first took place October 13th, 1881, the 
competing yachts being the sloops Gracie, Hildegard, Mischief, 
and Pocahontas. Hildegard and Pocahontas lost their topmasts, 
and Mischief beat Gracie. The second trial took place on 
October 19th, and, Hildegard withdrawing, Gracie beat Mischief 
3 m. 49 s., Pocahontas being distanced. Next day Mischief beat 
Gracie by 14 s., Pocahontas again being far behind. The show- 
ing made by this first yacht built for cup defence was a great dis- 
appointment to her owners, but they took their ill fortune with 
commendable philosophy, and Pocahontas was promptly retired, 
to enter on an unsung career as a cruiser. She is still afloat, and 
in 1901 was enrolled in the New York Yacht Club fleet, after an 
absence from the club list of some years. 

Gracie, owned by Charles R. Flint and Joseph P. Earle, and 
Mischief, owned by J. R. Busk, were fast and able boats, the pick 

[84] 



MISCHIEF 

Defender of the cup ( iS8i ) against Atalanta, fourth challenger. From 
pen drawijig by W. G. Wood, after a photograph by A'. L. Stebbins. 



^THE AMERICA'S CVP [rM-^^sx] 

of their kind, and there was great rivalry between their owners as 
to which should defend the cup. The honor fell to Mischief, not- 
withstanding her owner, Mr. Busk, though a New York Yacht Club 
member, was an Enghshman, and not a naturaUzed citizen of this 
country. The committee did not consider this circumstance ground 
for barring Mischief, being influenced in its choice of the boat by 
the fact that she had to allow the challenger only about three 
minutes, whereas Gracie would be obliged to concede an allowance 
of about eight minutes. The selection led to acrimonious com- 
munications to the press from the owners of Gracie. 

Mischief was the second metal yacht constructed in this coun- 
try, and the first to be used in defence of the cup. She was built 
of iron, from designs by A. Gary Smith of New York, at Wilming- 
ton, Delaware, and was two years old when she defended the cup. 
She was as fine a sloop as could be found, and a departure from 
the old type of " skimming dish," having less beam, a straighter 
sheer, higher freeboard, and a shorter, fuller overhang aft. Her 
ballast was lead, stowed low in her iron hull. Her lines slightly 
suggested the cutter, and her rig was a compromise between sloop 
and cutter. She was the first scientifically-designed yacht em- 
ployed for cup defence, all the others having been built from 
models cut in wood. She was a designer's, rather than a builder's 
creation, and as such led the way to new methods in the creation 
of cup-defending vessels. She marked a very important point, 
therefore, in the evolution of American yacht building, and also 
she indicated strongly the steps we were to take a little later 
toward the English type of boat, though she was by no means 
revolutionary, as the America had been among racing schooners. 
Her dimensions were : 67 feet 5 inches over all, 61 feet water- 
line, 19 feet 10 inches beam, 5 feet 9 inches depth, and 5 feet 6 
inches draft, with a centre-board giving a total draft of 16 feet. 
Her overhang aft was 6 feet 5 inches, her freeboard 4 feet 8 inches 
forward, 2 feet 2 inches amidships, and 2 feet 11 mches aft. Her 
cockpit was 9 feet long, and house 30 feet long, 13 feet 10 inches 
wide, and one foot six inches high. Her mast was 63 feet 6 
inches to hounds, boom 62 feet 6 inches, topmast 41 feet 6 
inches, and spinnaker-boom 43 feet 8 inches. 

Before going into her races with Atalanta she was hauled out, 
and her underbody was sand-papered, holystoned, varnished and 
pot leaded, until it shone like platinum. 

Atalanta, which was launched at Belleville, Ontario, in Sep- 
tember, arrived in New York October 30th, via the Erie Canal 
from Oswego, being towed through by mule power. This sort of 
voyaging led to changes made in the deed of gift the next year, 
which made it necessary that challengers should come under sail 
thereafter, a rule not strictly adhered to at present. 

[85] 



[x876-:88.] THE LAWSON HISTORY 

Atalanta, like the Countess of DufFerin, was not in shape for 
racing. She was over-sparred, with badly setting sails, and her hull 
was rough. Her crew was composed of amateurs, from the Bay of 
Quinte Yacht Club. Capt. Cuthbert was again further hampered 
by lack of funds, the cost of the enterprise having been under- 
estimated. He appears to have made the most of what he had, 
however, and valiantly set to work in what the Americans believed 
was for him a forlorn hope. Atalanta's mainmast was cut down, 
her headsails altered, and as much work was done on her in every 
way as was possible in the limited time before the date of the 
races. 

The first race was to have been sailed on November 8th, but 
light wind made a postponement necessary. Both Gracie and 
Mischief were on hand, a claim of the right to defend the cup 
being made for each. The committee made its choice of 
Mischief that day. The race was sailed Nov. 9th, over the inside 
course of the New York Yacht Club. The weather was unsettled. 
There was a fog in the morning, and showers, but the wind hauled 
suddenly to the southwest, clearing the atmosphere, and giving 
a strong, though puffy, sailing breeze. 

Owing to the lateness of the season but few yachts or steamers 
were at the line to witness the start. Interest in the races was 
overshadowed by the elections, and there was furthermore a general 
feeling that Atalanta would make a weak showing against Mischief. 

The racers were at anchor near the starting-point overnight, 
and Mischief was early afield, with club and working topsails set 
over a whole mainsail, in spite of the puffy weather. Atalanta was 
a long time getting her anchor, as she carried no windlass, and 
after getting it she was knocked down by a heavy gust off" the 
land until immersed to the house. She tucked in a reef after this, 
and Mischief followed suit. Before the preparatory gun, however, 
Mischief's reef was shaken out, but her topsail was not again 
spread. She made for the line with the gun, under mainsail and 
jib, crossing at 11.14.50, on the starboard tack, with a strong 
move on. Atalanta followed at 11.15.51, under reefed mainsail 
and whole jib, but, like her rival, with bare topmast. She heeled 
so far in the puffs which swept viciously up the channel that the 
judges ordered the captain of their tug to keep near her, fearing 
she might be knocked flat and need help. 

From the start Mischief " walked away " from her rival, which 
was too heavily sparred for such a breeze. Outside the Narrows 
the wind hauled to west-southwest, and once free of the land 
the sloops set their gaff'-topsails. The crew of the Canadian boat 
were very slow in getting theirs aloft. At 12.10 Atalanta essayed 
a jib-topsail and whole mainsail, Uke Mischief, but found it more 
than she could comfortably carry. The reach to the outer mark 

[86] 



POCAHONTAS 

First vessel built as a defender of the America's cup ( 188/ ). From a pen 
drawing by W. G. Wood, after a photograph by N". L. Stebbins. 




VV. G. W o oi> 

'902 




of THE AMERICA'S CVP [X876-1881] 

was in a smother of foam, the challenger dragging sadly in the 
heavy puffs. 

Mischief rounded the light- vessel at 1.25.25, and Atalanta at 
1.38.14, after missing stays in a first attempt at going around. 
The run home was without topsails. When Mischief passed the 
Hook, Atalanta was off by Scotland Hght- vessel. 

Gracie went over the course with the racers, and was timed 
with them, though she started about ten minutes later. Atalanta 
was beaten by Mischief 28 m. 20^ s., and by Gracie nearly 
40 m. Gracie beat Mischief 6 m. 27 s. The summary : 

Elapsed Corrected 

Start S. W. Spit Light-Vessel Finish Time Time 

H. M. E. H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Mischief . . . 11.14.50 12.33.12 1-25.25 3-3I-59 4-i7°9 4-i7-°9 

Atalanta. . . 11.15.51 12.45.27 1. 38. 14 4.04.15^ 4.48.24^ 4.45.29^ 

The race was described as "a procession, with a first-class 
chance for a capsize for the Canadian," and Atalanta was unmer- 
cifully scored by the caustic critics who passed on the destinies of 
yachts for the New York press. She was called a "man trap," 
and was said to contain ' ' all the bad elements of the New York 
light-draft sloop," which were numerous enough. 

The second and last race in the series was sailed the next day 
in a strong breeze from west by north. The course was sixteen 
miles to leeward of buoy 5, off Sandy Hook, and back. The air 
was clear and bracing, and the breeze as strong as the boats 
wanted. A close start was made, both boats crossing with booms 
to port, Mischief at 11.28.17, and Atalanta thirty seconds later. 

Mischief boomed out a balloon jib-topsail to starboard, and 
Atalanta followed suit. There was very little sea, and in the run 
down the wind Atalanta did better than the day before, holding 
Mischief very well until her spinnaker-boom snapped, at 1.13, 
causing the sail to collapse, which led to a loss of power, and there- 
fore of time. 

As Mischief neared the mark she settled her mainsail for a 
single reef, and set a small jib for the beat home. Atalanta sent 
down her topsail, and prepared to tuck in a reef also. Mischief 
jibed around the mark at 1.40.14, and Atalanta at 1.42.29. The 
beat home was a hard one for the challenger, who had to put in a 
second reef before the finish. It was dark before she struggled 
up to the line and finished, beaten by 38 m. 54 s. Gracie again 
went over the course with the racers, beating Atalanta 34 m. 16 s. 
Mischief beat Gracie 4 m. 38 s. on time allowance, though beaten 
8 s. on elapsed time. The summary : 

Start Outer Marie 

H. M. S. H. M. S. 

Mischief 11.58. 17 1.40. 14 

Atalanta 11.58.47 1.42.29^ 

[87] 



Finiib 


Elapsed 
Time 


Corrected 

Time 


H. M. S. 


H. M. S. 


II. M. S. 


4-53-IO 


4-S4-S3 


4- 54- 5 3 


S-3SI9 


5.36.32 


S-33-47 



[xg76-x88x] THE LAWSON HISTORY 

There is little question that had the Canadian sloop been raced 
under more favorable circumstances as to preparedness, she would 
have made a better showing. The race was aptly commented 
upon in The Spint of the Times, as follows : 

" The race Wednesday, if race it can be called — amounts to 
this : Mischief, a tried and proved sloop, confessedly one of the 
fastest in the world, thoroughly fitted out and equipped, fully 
manned, and magnificently handled, distanced the Atalanta, a new 
yacht, hastily built, totally untried, and miserably equipped, with 
sails that misfitted like a Chatham Street suit of clothes, and 
bungled around the course by an alleged crew, who would have been 
overmatched in trying to handle a canal boat anchored in a fog." 

This was a little hard on the crew, who were doubtless pretty 
fair sailors, according to their standard ; but it reflected the senti- 
ment of the day. 

Capt. Cuthbert showed that there was good fighting blood in 
him by announcing at the conclusion of the races that it was his 
intention to lay Atalanta up in New York for the winter and chal- 
lenge with her again the next spring. His ambition for further 
attempts with Atalanta availed him nothing, however, as a clause 
in the new deed of gift barred a defeated vessel from challenging 
a second time until after the lapse of two years from the date of 
her last races. 

Atalanta was taken back to Lake Ontario and there for fifteen 
years she was raced with success, chiefly under the ownership of 
W. J. Eyre, of Brighton, Ontario, showing her heels to the fleet 
in many a hard-fought contest. She was partly burned in 1896. 
Subsequently she was taken to Chicago and rebuilt, with higher 
sides and flush decks. She was last heard from in New Orleans. 

The seeker for historical detail about the two Canadian chal- 
lengers finds a peculiar paucity of material. The Royal Canadian 
Yacht Club of Toronto, which the Countess of Dufferin represented, 
lost all its records, photographs, and prints of yachts in a fire that 
destroyed its club-house a few years ago, while the Bay of Quinte 
Yacht Club, which Atalanta represented, has gone out of exist- 
ence. No authentic pictures of the two Cuthbert boats appeared 
in newspapers or illustrated periodicals in their time, and their 
models do not hang with those of the other challengers for the 
cup in the model- room of the New York Yacht Club, nor have 
they been preserved in the family of Capt. Cuthbert, now deceased. 

* The original model of Atalanta, from which by Lieut. -Col. William N. Ponton of Belleville. 

Capt. Cuthbert laid down that vessel, was presented It shows her as she appeared in 1886. Her rig 

by him to Dr. H. A. Yeomans of Belleville, Onta- then differed from that carried in the cup races of 

rio, just before Atalanta started for New York, and 1 881, when her jib-stay set up from the bowsprit end. 
is now in Dr. Yeomans' possession. From this The drawings of the Countess of DufFerin given 

model, loaned the authors by Dr. Yeomans, the lines here are from a photograph of that vessel as she 

of Atalanta were taken for publication in this book, appeared on the stocks before launching, which was 

they never having been published before. loaned the authors by Alexander G. Cuthbert of 

The pen picture of Atalanta in this history is Chicago, a son of Capt. Cuthbert, who follows his 

from a photograph of that vessel loaned the authors father's business as a designer. 

[88] 



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2 



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^ 



^THE AMERICA'S CVP [1876-1881] 

In the somewhat hazy accounts of the Canadian races for the 
cup which the pubUc reads from time to time, reference is made 
to Capt. Cuthbert as a builder who wanted an advertisement for 
his business, and therefore arranged to have the challenges made. 
This is doubtless true, though, in the light of history in cup chal- 
lenges, there is in it nothing discreditable. The challenger who 
preceded him was advertising himself preparatory to being put up 
for Parliament from the Harwich district, from which he was sub- 
sequently elected ; while in these days a challenge for the cup has 
been known to stimulate trade for the challenger. Capt. Cuth- 
bert handled the straight-edge and the adz, and he was the only 
man who ever challenged for the cup that could and did himself 
create with brain and hand a vessel to sail under his challenge. 
His efforts and motives should be rated accordingly. 



)^^^^^^^^s^S^W^ 



[89] 




['««s] THE LAWSON HISTORY 



ENGLAND SENDS A CUTTER, WHICH 
IS DEFEATED BY AN EASTERN YACHT 
CLUB VESSEL: 1885. CHAPTER VIL 

_ HISTORY, in every field of human effort, naturally 

ff 9^^[K 1} divides itself into epochs. The annals of the 
\Ji m ^w W *// America's cup which ended with the last Can- 
adian races, may be set down as forming the first 
epoch in its history, in which mistakes were not 
wanting, but much progress toward better sport 
was made. 

The next epoch begins with the return of the cup 
by the New York Yacht Club to the only surviving 
member of the company of original owners, in order that it might 
be conveyed by him back to the club under a more specific deed of 
gift. The club believed the original deed, though a simple and 
direct document, was no longer adequate to cover all the points 
that had developed in the growth of the sport. For example, it 
was found it permitted a challenger built on the borders of the 
United States to be brought to New York by canal, and it did not 
prevent such a boat from being kept there from season to season 
for the purpose of challenging for the cup. As the races were to 
bring out seamanship as well as speed, according to the ideas of 
both American and English yachtsmen, it was deemed desirable 
that vessels should come to contend for the cup under their own 
sail, and not in tow through a canal, or perhaps on the deck of an 
ocean steamer. The question as to whether challengers should 
be met thereafter vessel for vessel was deemed an important one 
to settle forever. These points the new transfer of the cup to the 
club were designed to cover. 

The question of returning the cup to Mr, Schuyler for recon- 
veyance came up after the races of Mischief and Atalanta. 

The club, by resolution, on the 17th of December, 1881, 
returned the cup to Mr. Schuyler, who, on Jan. 4th, 1882, re- 
conveyed it to the club by a letter of gift, in which the cup was 
vested in the club as trustee under the following conditions : 

Any organized yacht club of a foreign country, incorpo- 
rated, patented, or licensed by the legislature, admiralty or 
other executive department, having for its annual regatta an 
ocean water-course on the sea or on an arm of the sea (or one 
which combines both), practicable for vessels of 300 tons, 
shall always be entitled, through one or more of its members, 

[ 90 ] 



GEORGE L. SCHUYLER 

From a zuoodcut, after a copy of a portrait in oils by Leon Boiniat. 



^THE AMERICA'S CVP c^^s] 

to the right of sailing a match for this cup, with a yacht or 
other vessel propelled by sails only, and constructed in the 
country to which the challenging club belongs, against any 
one yacht or vessel as aforesaid, constructed in the country 
of the club holding the cup. 

The yacht or vessel to be of not less than 30 or more than 
300 tons, measured by the custom-house rule in use by the 
country of the challenging party. 

The challenging party shall give six months' notice in writ- 
ing, naming the day for the proposed race, which day shall 
not be later than seven months from the date of the notice. 

The parties intending to sail for the cup may, by mutual 
consent, make any arrangement satisfactory to both as to the 
date, course, time allowance, number of trials, rules, and sail- 
ing regulations, and any and all other conditions of the match, 
in which case also the six months' notice may be waived. 

In case the parties cannot mutually agree upon the terms 
of a match, then the challenging party shall have the right to 
contest for the cup in one trial, sailed over the usual course 
of the annual regatta of the club holding the cup, subject to 
its rules and sailing regulations, the challenged party not 
being required to name its representative until the time 
agreed upon for the start. 

Accompanying the six months' notice there must be a 
custom-house certificate of the measurement, and a state- 
ment of the dimensions, rig, and name of the vessel. 

No vessel which has been defeated in a match for this 
cup can be again selected by any club for its representative 
until after a contest for it by some other vessel has intervened, 
or until after the expiration of two years from the time such 
contest has taken place. 

Vessels intending to compete for this cup must proceed 
under sail on their own bottoms to the port where the contest 
is to take place. 

Should the club holding the cup be for any cause dis- 
solved, the cup shall be handed over to any club of the same 
nationality it may select which comes under the foregoing 
rules. 

It is to be distinctly understood that the cup is to be the 
property of the club, and not of the owners of the vessel 
winning it in a match, and that the condition of keeping it 
open to be sailed for by organized yacht clubs of all foreign 
countries, upon the terms above laid down, shall forever 
attach to it, thus making it perpetually a Challenge Cup for 
friendly competition between foreign countries. 

George L. Schuyler. 
[91] 



['^«5] THE LAWSON HISTORY 

The principle that the cup was a national trophy was reiterated 
in this deed, and more firmly set forth than in the deed of 1857, 
as will be seen by paragraph next to the last in the conditions. 
The strong national interest in the races, and the patriotic senti- 
ment with which the cup was regarded by the American people, left 
no room for any other condition attaching to its ownership. It was 
the property of the nation, and the New York Yacht Club was re- 
sponsible as its keeper. This status of the cup had developed from 
the four series of challenge races sailed for it since its conveyance to 
the club in trust in 1857. At that period the general public hardly 
knew there was such a trophy, and cared little who should hold it. 
The attempts of Mr. Ashbury and the Canadians to take the cup 
away from the country aroused such a strong national spirit of con- 
test that the American people came to regard the cup as a distinctly 
national trophy, in which every patriotic citizen had a right to feel 
a sense of proprietorship. To such a keen American as George 
Lee Schuyler, the recognition of this broad fact was inevitable, 
and with characteristic acumen he again set forth in writing, and 
more fully than before, that the cup was the trophy of the nation, 
and that should the club holding it at any time be dissolved, the 
stewardship should devolve upon some other club. 

The acceptance by the New York Yacht Club of the cup under 
the conditions quoted was signalized by a notice sent by the club 
to every yacht club of repute in the world, enclosing the condi- 
tions of the new deed, and inviting foreign yachtsmen to friendly 
contests for the cup. 

English yachtsmen had not forgotten the cup in the years their 
Canadian brethren were trying to win it, but they were not ambitious 
to try for it again with a schooner. Cutters represented the best 
English racing yachts of that period, and the conclusion was 
arrived at in England that if the cup were to be won, it could best 
be won with a cutter. The next challenge the New York Yacht 
Club received was therefore for that type of vessel, and not for 
one, but two, though three years elapsed after the writing of the 
deed of 1882 before a challenge was received. 

On December 20th, 1884, the New York Yacht Club received 
notice from Mr. J. Beavor Webb, designer of the cutters Genesta 
and Galatea, that a challenge would be sent the club on behalf of 
both those vessels. On February 26th, 1885, the challenge was 
sent by Mr. Beavor Webb, acting in behalf of Sir Richard Sut- 
ton, owner of the Genesta, representing the Royal Yacht Squad- 
ron, and Lieut. William Henn, R. N., representing the Royal 
Northern Yacht Club. The challenger asked that the races with, 
the Genesta be sailed between August 20th and September 1st, 
1885, and, if that boat was imsuccessful, those with the Galatea 
before September 17th, the races to be three in a series, the yacht 

[92] 



GENESTA 

Fifth challenger {1883) for the America's cup. From a pen- drawing 
by W. G. Wood, after a photograph by N. L. Stebbins. 



of THE AMERICA'S CVP ['««s] 

winning two out of three to be declared the winner. The request 
was made that the defending yacht be named prior to the day of 
the first race ; that the races be sailed over an ocean course ' ' free 
from tides and shallow water " so far as practicable, and that time 
allowance be figured ' ' by the mean of time ' ' ascertained by the 
New York Yacht Club and English Yacht Racing Association 
methods of measurement. The challenger suggested that Mr. 
George L. Schuyler act as referee in points of difference, and 
named as his representative Dr. J. McG. Woodbury of the Sea- 
wanhaka-Corinthian Yacht Club. 

A challenge for two vessels at one time was a new condition in 
cup-racing events. The New York Yacht Club met it in a satis- 
factory manner by promptly accepting the challenge for Genesta, 
and, on June 16th, provisionally accepting that for Galatea, which 
would be met the following year, in the event of Genesta being 
unsuccessful. 

Arrangements of details for the match with Genesta progressed 
smoothly, the only serious point of difference, that of the method 
of figuring time allowance, being decided by Mr. Schuyler as 
referee, who ruled that the New York Yacht Club method should 
be employed, on the principle that the rules of the club in posses- 
sion of the cup should always govern measurement for time allow- 
ance. The New York Yacht Club method was then embodied in 
the following formula adopted in 1882 : * 

2 L. + v^ s:a: 



The members of the America's cup committee appointed to 
act in the Genesta races were : Philip Schuyler, J. F. Tams, 
C. H. Stebbins, Jules A. Montant, Joseph R. Busk, and George 
L. Schuyler. The courses decided upon for the races were : One 

* Various changes have been made in measure- vessels as follows : A base line is taken from a point 
ment rules since the beginning of racing for the midway between the jib-topsail stay and the jibstay 
America's cup. The English rule in force when on bowsprit, in a straight line to the end on the 
the America won the cup was based on a formula main-boom, plus the excess of the length of the gaff, 
which took the length of the keel, less the beam, (measured from after side of mast to end,) over 80 
multiplied by the beam and then by one half the per cent of topmast measured from hounds to lower 
beam, and divided by 94, which gave the cubic con- side of sheave of topsail halyard-block. The base 
tents of the vessel. In 1 871 the American rule line shall be modified in any case where the spin- 
was to obtain the cubic contents of the vessel's under- naker-boom measures more than the distance from 
water body. This was soon followed by a rule to the fore side of the mast to the forward point of 
take the cubic contents of the hull below the lowest base line, the excess to be added to the base line, 
point of freeboard. This gave way to the rule of A perpendicular line is taken along the after side of 
1882, that held until the advent in 1891 of Gloriana, the mast from the under side of the sheave for gaff- 
followed by similarly designed vessels, which sailed topsail-halyard to the upper side of boom when rest- 
when heeled on a greatly increased immersed length ing on the saddle or lowest part of gooseneck. To 
that could not be taxed under the then existing rule, obtain the estimated area multiply the base by the 
The present rule therefore was devised, under the perpendicular and divide the result by two. Length 
following formula: is the length on the water-line exclusive of any part 

The square root of the sail area plus the length, of the rudder or rudder stock, and is to be taken 

divided by two, equal racing length. with crew aboard, and grouped amidships. 

The measurement is obtained on single-masted 

[93] 



['««5] THE LAWSON HISTORY 

over the inside course, thirty-eight miles ; one over a triangular 
course, forty miles, and one twenty miles to windward or lee- 
ward, off Sandy Hook ; time limit to be seven hours ; the dates 
to be between the 1st and 16th of September. The committee 
agreed to name the defender one week before the races, reserv- 
ing the right to substitute another boat should the defender be 
disabled. Both defender and challenger were to be allowed time 
for repairs in case of accident. 

Several months' correspondence was required to settle all these 
points, but there was no departure in it from the highest degree of 
courtesy and consideration on the part of both challenger and chal- 
lenged. In fact, the relations of the New York Yacht Club and 
the owners of both Genesta and Galatea were notably courteous, 
and form a bright page in the record of the sport. 

Great public interest was shown in the challenges for the cup 
in the spring of 1885. The cutter type of yacht had made a deep 
impression on the minds of American yachtsmen, who at first 
watched it from afar, then sought to view it at closer range 
by building or importing small cutters. Our "skimming- 
dish" sloops were not good rough- weather boats, while cutters 
were. Time was to work out a combination of the two, and the 
first steps in that direction were taken when Mr. Robert Center 
and A. Cary Smith designed, from the lines of the famous English 
cutter Mosquito, built on the Thames in 1848, an iron yacht; 
which was built at Chester, Pa., in 1871, and called Vindex. 
This vessel was not only the first iron yacht built in this country, 
but was the first to be laid down here entirely from drawings, as 
well as the first to contain distinctly cutter features. She was 63 
feet overall, 56 feet water-line, 17 feet 4 inches beam, 7 feet 
6 inches deep, and 8 feet 10 inches draft, with a keel. Her 
forestay ran to the knight-heads, and her jibs were set flying. 
She was not a fast boat for racing, but was an excellent cruiser, 
and able in strong weather, especially to windward. She lasted 
more than a quarter of a century, being broken up in 1899. 

In 1876 Mr. John Hyslop of New York designed and built a 
boat called Petrel, which was also a departure from the sloop. 
She was 32 feet overall, 8 feet beam, 6 feet deep, and 4 feet 6 
inches draft. She carried four tons of ballast inside. 

The next boat of cutter type constructed in this country was 
Volante, built from the designs of Commodore Robert Center 
by John Mumm of Brooklyn, in 1877. She was 45 feet long, 
12 feet beam, and 7 feet draft. She was cutter rig, and was 
rated as a cutter, though she might well have been called a deep 
sloop. 

Here it may be well to define the difference between the 
cutter and sloop. In the ninety-footers of to-day there is no dif- 

[94] 



GALATEA 

Sixth challenger for the America's citp {z886). From a pen drawing- 
by W. G. Wood, after a photograph by N. L, Stebbitis, 



J 




\i 







^THE AMERICA'S CVP ['885] 

ference, so completely have the two types been merged ; but the 
difference in the original types was marked. The cutter was a 
deep, narrow and wall-sided keel boat, with a short mast set well 
aft, tall topmast, reefing bowsprit that could be hauled inboard, 
double jibs and a loose-footed mainsail, not laced to the boom. 
Her jibs were set flying. The sloop was wide, with flaring 
sides, of shallow draft, with centre-board ; her bowsprit was fixed 
and longer than the cutter's, her mast taller, and stepped farther 
forward, her mainsail was laced to the boom, and her single head- 
sails was hoisted on a stay. 

The first perfect cutter built in this country was Muriel, de- 
signed by John Harvey of England, for James Stillman, Esq., of 
New York, and constructed by Henry Piepgras of Brooklyn in 
1878. She was 45 feet overall, 9 feet beam, 6 feet 3 inches deep, 
and 7 feet 9 inches draft, with six and one-half tons of outside 
lead. The second American cutter was Yolande, built by Piepgras 
for Mr. Roosevelt Schuyler in 1879. She was 32 feet overall, 
25 feet water-line, 7 feet 6 inches beam, and 5 feet deep, and 
carried 8700 pounds of outside lead. 

These vessels were at first considered lightly by all but their 
partisans. In 1881, however, there came to New York a cutter 
that caused American yachtsmen to open their eyes. She was 
Madge, owned by James Coates, a thread manufacturer of Paisley, 
Scotland. She came over on the deck of the steamer Devonia, in 
August, and in charge of a capable skipper she won seven out of 
eight starts that season, being beaten only by the sloop Shadow, 
owned by Dr. John Bryant of Boston. Madge was 46 feet 1 inch 
overall, 38 feet 9 inches length on water-line, 7 feet 9 inches beam, 
and 8 feet 3 inches draft. She was as wet as a half- tide ledge in 
a sea way, but speedy and handy, and she made a deep impression 
here. 

The enthusiasm aroused by Madge and other cutters that 
followed her led to the belief, when the Genesta challenge was 
received, that we had no sloop on this side of the water fast 
enough to defend the cup against a large, powerful, and fast English 
cutter. 

These circumstances led to a renaissance in yacht-building in 
the United States that year. Old traditions were jettisoned, radi- 
cal steps were taken, and American yachting was benefited by a 
new type of yacht, the forerunner of the deep, fast boats of the 
present day. 

The New York Yacht Club, recognizing in the spring of 1885 
that the cup was in danger, sent out an appeal, in the form of a 
circular, to all the yacht clubs of the United States, which had 
considerable significance. It invited any American club with a 
member or members rich enough to build a possible cup defender, 

[95] 



['««5] THE LAWSON HISTORY 

to come forward with a candidate for cup-defence honors. The 

circular was as follows : 

New York, May 13th, 1885. 
A series of races under the auspices of the New York 
Yacht Club will take place in the latter part of June or early 
in July. These races will probably be completed within the 
period of one week. They will be open to all single-mast 
vessels of not less than sixty feet in length on the water-line, 
belonging to any duly organized yacht club in the United 
States, with the condition that any vessel taking part therein 
shall be subject to selection by the committee in charge as the 
representative of the New York Yacht Club in the coming 
races for the America's cup, the committee reserving to them- 
selves the right of forming their own judgment as to fitness for 
the purposes in view, irrespective of the actual result of the 
races. 

The dates of these races will be fixed as far as possible to 
suit the convenience of those taking part in them, and owners 
who intend to enter their vessels are requested to place them- 
selves in communication with the committee as soon as pos- 
sible, by addressing the secretary of the committee, Mr. 
Charles A. Minton, New York Yacht Club House, No. 67 
Madison Avenue, New York City. 

The response to this call was worthy of a maritime nation ready 
to do battle for leadership on blue water ; and to Boston, the old- 
time nursery of deep-water sailors and the home of deep-sea ships, 
fell the honor of building the boat that not only defended the cup, 
but was to be, in the fullest sense of the term, an epoch-making 
craft. 

The news of the challenge of Genesta had hardly been made 
public before a party of Boston business men decided to build a 
vessel for cup defence, to represent New England. The syndi- 
cate included Mr. J. Malcolm Forbes, who was to bear the bulk 
of the expense; Gen. Charles J. Paine, Mr. William Gray, Jr., 
Mr. Henry S. Hovey, Mr. William F. Weld, Mr. Augustus 
Hemenway, Mr. W. H. Forbes, Mr. John L. Gardner, Mr. J. 
Montgomery Sears and Mr. F. L. Higginson. Messrs. Forbes, 
Paine and Gray were given charge of the yacht, Gen. Paine* 
being the active manager. 

Edward Burgess was commissioned to design the Boston de- 

* Charles J. Paine was born in Boston in 1833, general of volunteers. He inherited a considerable 
of an old family, was graduated from Harvard in fortune, which was increased by marriage, and for- 
1853, and prepared himself for a career in the law, tunate investments in Western railroads. His yacht- 
but never practised. He served through the civil ing experience was gained chiefly in Massachusetts 
war as an officer in various volunteer commands, waters, 
and towards its close received brevet rank of major 

[96] 



PURITAN 

Bosto^t's defender of the cup {1885) against Genesta, fifth challenger. 
Front, a pen draiving by W. G. Wood, after a photograph by N. L. 
Stebbins. 



of THE AMERICA'S CVP ['««s] 

fender, which was called Puritan. Work on Puritan was begun 
in March, at the yard of George Lawley 8x Son in South Boston, 
and the vessel was launched May 26th, 1885. 

Puritan was a radical departure from the old-time American 
sloop, and a type in herself, combining the beam, power and centre- 
board of the sloop, with some of the depth and the outside lead of 
an English cutter. In this respect she was the first vessel of her 
kind, the pioneer in the combination of American and English 
ideas which has resulted in the wonderfully fast yachts of the 
present. She was as far removed from the "skimming-dish" 
types that preceded her as the racers of the present period are re- 
moved from her. She was at that time undoubtedly the fastest 
American yacht ever built, and events in the racing season of 1885 
justified the belief that had she not been built the cup would have 
gone back to England that year. 

The racing dimensions of the Puritan were as follows : Length 
overall 94 feet; length on water-line 81 feet 1}4 inches; beam 
22 feet 7 inches ; draft 8 feet 8 inches ; length of mast from deck 
to hounds 60 feet ; length of topmast 44 feet ; length of main- 
boom 76 feet 6 inches ; length of gaff 47 feet ; length of bow- 
sprit outboard 38 feet ; length of spinnaker-boom 62 feet ; dis- 
placement 105 tons ; ballast 48 tons ; sail area 7,982 square feet ; 
racing measurement 83.85 feet. 

The following description of her is given as a matter of record : 
Her keel was shaped from an oak stick, 56 feet long and 26 inches 
square. The lead keel was 45 feet long, 2 feet wide, and 16 
inches deep. The frames were of the best white oak, spaced 22 
inches on the centres. The centre-board, of hard pine, with 
upper and lower planks of oak, was 22 feet long, 11 feet deep, and 
4 inches thick. The five lower strakes of the hull were of oak, 
and copper-fastened. Above the water-line the planking was of 
hard pine, 2^ inches thick. On the deck, which was flush, the 
planking was of white pine, and ran the entire length of the yacht. 
Her frames were double, except those about the stern-post and 
stem. The rudder-head was of locust, 10 inches in diameter, the 
rudder of oak, tapered to 2}4 inches. Hackmatack was used for 
twelve pairs of hanging knees, and yellow pine for deck beams, 
8 X 10 at the mast and 6}4 X 5^4 inches elsewhere. The step of 
the mast, made of iron, weighed 1,000 pounds, and was bolted to 
the keel. Attached to the lower plank of the centre-board was an 
iron shoe weighing 900 pounds, and having a knife edge. The 
stanchions were made of locust, 16 inches forward and 14 inches 
aft, and the rail of oak. Companion-ways and skylight were of 
mahogany. The interior finishing and furnishing was of the best. 
The main cabin, 16 X 12 feet, was finished in mahogany and pine, 
and had two mahogany sideboards, large lounges, and mahogany 
7 L 97 ] 



[•««s] THE LAWSON HISTORY 

posts carved to resemble ships' cables. The ladies' cabin, abaft 
the main saloon, was beautifully furnished and had every conven- 
ience. Two state-rooms, 10}4 X 6^ feet, were forward of the 
cabin, and just forward of these was a lavatory. There was a 
room for the captain, two for the mates, a roomy galley, and a 
forecastle with iron swinging berths, which accommodated eigh- 
teen men. Crucible steel wire was used for the rigging. Messrs. 
H. Pigeon & Sons, of East Boston, furnished the spars, and 
Messrs. J. H. McManus & Son, of Boston, the sails, which were 
of Plymouth duck. 

As several members of the Puritan syndicate were prominent 
in the affairs of the Eastern Yacht Club of Marblehead, Puritan 
was identified as an Eastern Yacht Club vessel. She was enrolled 
on the club list in the name of Edward Burgess, Agent, and flew 
as her owner's signal the flag of Mr. Burgess throughout her first 
year, both in the trial races in which she qualified as cup defender, 
and in the cup races themselves, although Mr. Burgess was not a 
member of the New York Yacht Club. This fact is mentioned 
here because of a question that subsequently arose as to whether 
or not Puritan defended the cup under the colors of a non-member 
of the New York Yacht Club. Mr. Burgess was legally the ves- 
sel's responsible owner, as would have appeared had any claim 
been made against her for damages resulting from accidents at 
sea, or other causes. He was not a member of the New York 
Yacht Club, and therefore not amenable to its rules. Gen. Paine, 
who managed the boat, was a member of the club, and this enabled 
the club to regard the vessel, for the purposes of racing her against 
Genesta, as a New York Yacht Club vessel. Had the club so de- 
sired, it could have claimed, however, with exact truthfulness, 
that Puritan was an Eastern Yacht Club vessel, and so long as a 
non-member was her responsible owner, she was not eligible to 
sail in a series of races 'Conducted under the rules of the New York 
Yacht Club. As it best suited the club's purpose to consider her 
a New York Yacht Club vessel, she was entered by the club for 
the trials and cup races in the name of Gen. Paine, though her 
name did not appear as a club vessel in the club book of that year. 

The maiden trip of the Puritan was made on the 17th of June, 
1885, for the purpose of stretching her sails. Her sailing-master 
was Capt. Aubrey Crocker, of Cohasset, Mass., who had attracted 
the attention of Puritan's owners by his skilful handling of the 
sloop Shadow. The trial trip of Puritan was made on June 20th, 
1885, and on this and subsequent trials the result was most grati- 
fying. On the 30th of June she was entered for her first race, in 
the regatta of the Eastern Yacht Club, off" Marblehead ; and over 
a triangular course of 30 miles she led the fleet, and easily defeated 
the fastest Eastern sloops and schooners. 

[98] 



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While Boston was producing Puritan, New York was busy 
turning out another yacht as a candidate for cup-defence honors, 
to be called Priscilla, James Gordon Bennett, commodore, and 
W. P. Douglas, vice-commodore of the New York Yacht Club, 
supplied the money to build her ; A. Gary Smith * designed her, 
and she was built by the Harlan & Hollingsworth Company of 
Wilmington. She was a centre-board sloop, with hull of iron, 
and was designed as an improved Mischief. Her racing dimen- 
sions were as follows : Length overall 83 feet 3 inches ; water- 
line 95 feet ; beam 22 feet 5% inches ; depth of hold 9 feet 4 
inches ; draft 8 feet 7 inches ; length of mast 78 feet ; deck 
to hounds 61 feet 9 inches ; topmast 48 feet ; boom 77 feet ; gaff 
48 feet 3 inches ; bowsprit outboard 39 feet 7 inches ; spinnaker- 
boom 66 feet ; displacement 115 tons ; inside ballast 47 tons ; sail 
area 7381 square feet. 

Both Puritan and Priscilla sailed in the New York Yacht Club 
cruise of 1885, and it was here they showed their relative merits 
for the first time. Priscilla was fast in light weather, but not so 
good as Puritan in a breeze. In a heavy blow, the 3d of August, 
Puritan outsailed her 11 m. 40 s., in forty miles, over the 
Sow and Pigs course, off" Newport, winning the Goelet cup. 
This victory was so decisive that it influenced the America's cup 
committee in making their selection, after the trial races, of a vessel 
to defend the cup. 

When the first trial race was sailed, August 21st, off" Sandy 
Hook, there came to the line four yachts : Puritan and Priscilla, 
the cutter Bedouin, and the sloop Oracle, which, it will be remem- 
bered, was an unsuccessful candidate for the honor of defending 
the cup against Atalanta in 1881. 

Bedouin was the first and only cutter of the English type that 
contested for the honor of defending the America's cup. She was 
a fast and able boat, designed by John Harvey, and built for Mr. 
Archibald Rogers, by Piepgras, at City Island, in 1882. She 
was a winner of various trophies, including the Goelet cup in 
1883. Her dimensions were : Length overall 83 feet; length on 
load water-line 70 feet 8 inches ; beam 15 feet 6 inches ; depth of 
hold 8 feet 6 inches ; draft 12 feet 6 inches. 

The first trial race was to have been sailed August 20th, but 
for lack of wind was postponed to the next day. The course was 

* Archibald Gary Smith is the dean of Ameri- painter, rather than a designer of vessels, seemed 
can designers. He is a native of New York, where opening to Mr. Smith when, in 1870, Commodore 
his father was a minister of the gospel. As a boy Robert Center interested him in some English de- 
he played about Brown's yard when the America signs, which resulted in the designing of Vindex, 
was being built. He displayed an eager interest in the first iron yacht built in this country. iWr. 
boat-building, and acquired much early knowledge Smith's designs now number hundreds, and embrace 
of its practical side by instruction from Capt. " Bob " a variety of craft, from large Long Island Sound 
Fish, and from W. W. Bates, afterward U. S. passenger boats to small racing yachts. His schoon- 
Commissioner of Navigation. A career as a marine ers are distinctive and famous. 

LulG. [99] 



['««5] THE LAWSON HISTORY 

twenty miles to windward from Scotland light-vessel, the wind 
south, nine knots an hour. Puritan defeated Priscilla, which 
allowed her 1 m. 14 s., by 11 m. 12 s., corrected time ; 
Bedouin, which she allowed 9 m. 38 s., by 18 m. 46 s., and 
Gracie, which she allowed 9 m, 35 s., by 35 m. 53 s. 

In the second trial race, sailed August 22d, over a trian- 
gular course, forty miles long from Scotland light- vessel, wind light 
S. W. by S., weather rainy, Priscilla defeated Puritan by 5 m. 
14 s., Gracie by 29 m. 33 s., and Bedouin by 43 m. 6 s. corrected 
time. 

The decisive race was sailed August 24th, over the inside New 
York Yacht Club course, in a breeze from S. S. W., seven and a 
half knots. Puritan defeated Priscilla by 1 m. 52 s., Gracie by 
7 m. 22 s., and Bedouin by 13 m. 56 s. Puritan, therefore, 
was selected on August 30th to defend the cup. 

While the trial races were going on, the challenger Genesta 
was in American waters, having arrived at New York July 16th, 
under jury rig. She was a typical English cutter of the period, 
long, narrow, very deep, with low bilges and wall sides, a straight 
stem, a high overhang aft, long bowsprit, short mast, and tall 
topmast. She was thus described, from facts supplied by her 
designer : Length overall 96 feet 5 inches ; length on water-line 
81 feet 7V2 inches ; beam 15 feet ; draft 13 feet 6 inches ; depth 
of hold, 11 feet 9 inches ; length of mast from deck to hounds 52 
feet ; topmast 44 feet 6 inches ; boom 70 feet ; gaff 44 feet ; bow- 
sprit outboard 36 feet 6 inches ; spinnaker-boom 64 feet ; total 
ballast 72 tons ; ballast on keel 70 tons ; sail area 7150 square feet. 
She carried a reefing bowsprit. Her racing measurement was 
83.50 feet. Her frame was of steel, and she was planked with 
oak, being the first yacht of composite build to sail for the cup. 
Keelson, stringers, and strengthening plates were all of steel. 

Genesta was a most ship-shape craft. Her deck fittings 
presented various novelties, and on deck an appearance of 
lightness and elegance was everywhere noticeable. She had a 
fine cabin, fitted up lightly and elegantly, a ladies' cabin aft, and 
spacious accommodations for the captain, crew, and steward. 
The whole interior length of the yacht was utilized. The hull 
was coppered to within a few ' feet of her covering board. Her 
rigging was of EngUsh style, with runners, runner pennants, and 
runner tackles to brace aft the mast, also preventer back-stays. 
She carried a mainsail, club- and working-topsails, forestaysail, 
jib, jib-topsail, balloon-jibs, balloon jib-topsail, and spinnaker, all 
made by Lapthorne. 

Genesta' s deck gained in length in appearance from the fine- 
ness of her ends, her counter being the narrowest and Hghtest 
seen on any cutter of the same size up to that time. The dead- 

[100 J 



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rise of Puritan and Genesta differed gready, Genesta being wedge- 
shaped, while Puritan had a fuller and more rounding hull. 

Genesta had proven a success from the start, and in thirty-four 
races at home had won seven first and ten second prizes, defeating 
at one time or another the best of the cutter fleet, including Irex,* 
although the friends of the latter beheved Irex the better boat. 
Genesta was sailed by Captain John Carter, an able Wivenhoe 
skipper. The yacht's sails were carefully watched by her de- 
signer in her tuning-up trials off the Hook, and altered from time 
to time by Mr. Edwin Lapthorne, of Lapthorne & Ratsey of Cowes, 
who came over especially to attend to the matter. The yacht was 
hauled out at Erie Basin, September 2d, and American critics 
agreed that she was a " slippery customer." 

On the date set for the first race, September 7th, there was 
not enough wind to take the boats over the course of twenty miles 
to windward and return, within the time limit. The start was 
made at 1.36 from Scotland light- vessel, and the race was called 
off about 6, with the yachts near the outer mark, nearly becalmed, 
Puritan leading by about two miles. The test, though inconclu- 
sive, showed Puritan to be the faster in light airs. 

On the second trial, September 8th, there occurred an incident 
rare in the history of the cup races, and, in view of events that 
followed in a few years, worthy of being commemorated in bronze. 
There was every prospect of a good day's sailing, with a fine 
breeze from the southeast, when, in manoeuvering for the start, 
after the preparatory gun had been fired, Puritan, in attempting 
to cross Genesta's bow fouled the challenger. Miscalculation of 
distance and the speed of the yachts by Puritan's sailing-master 
caused the foul. Puritan failed to clear Genesta, whose bowsprit 
was driven through the American boat's mainsail near the leach- 
rope, tearing the sail, and carrying away Genesta's bowsprit. 

As Genesta was on the starboard tack at the time, the fault all 
lay with Puritan, and in accord with good racing usage the visitor, 
being permanently disabled, was entitled to the prompt award of 
the race. It was here Sir Richard Sutton performed a chivalrous 
act that distinguishes him among challengers for the cup. He 
refused to accept the race at the expense of the defending yacht. 
The scene following the foul, when Genesta's crew were clearing 
away the wreckage of their bowsprit, is thus described by Capt. 
Kenealy, who was on the committee boat Luckenbach : 

* Irex was built in 1884 for John Jameson, she " would to a moral certainty have taken the 

from designs by Alexander Richardson. She was cup had she been sent out in 1884," to quote a 

83 feet 6 inches water-line and 15 feet beam, and recently-expressed opinion of a London yachting 

was considered a fine example of the narrow cutter, authority. In this view well-informed Americans 

Originally she was fitted with a centre-board, but did not concur, as they believed Irex inferior to 

this was soon discarded. Irex was highly successful both Genesta and Galatea for racing off Sandy 

in her first season and English yachtsmen believed Hook. 

[ 101 ] 



t'«85] THE LAWSON HISTORY 

" The Puritan came over to the Luckenbach and asked for in- 
structions, but the cup committee was consulting and he received 
no reply. The Luckenbach steamed over to the Genesta and was 
hailed by Sir Richard Sutton, who asked what was the limit of 
time for lodging a written protest. He was informed that three 
o'clock on the following afternoon was the limit. 

" Then said Mr. Tams, in behalf of the committee : ' We have 
ruled the Puritan out ; if you choose to sail the race you are free to 
do so.' 

What time shall we have ? ' asked Mr. Roosevelt Schuyler, 
who was on board the Genesta. 

The seven hours' limit,' was the reply of Mr. Tams. 

" ' If we go over, what will you call the starting time ? ' in- 
quired Mr. Schuyler. 

" ' We will take position now and give the final signal if you 
intend to go,' rejoined Mr. Tams. 

Will you give us time to rig a spinnaker-boom for a bow- 
sprit? It won't take us long,' was the next question of Mr. 
Schuyler. 

" But while the committee were deliberating on this point. Sir 
Richard Sutton put an end to the discussion by saying : 

We are very much obliged to you, but we don't want it in 
that way. We want a race ; we don't want a walkover.' 

" This decision was quite satisfactory to the committee. The 
Luckenbach took Genesta in tow and dropped her at Staten 
Island." 

The owners of the Boston sloop offered to assume all expense 
for repairs to Genesta, but Sir Richard Sutton was too generous 
to accept their offer. 

Both yachts were ready to sail again on the 1 1th of September, 
when a third trial was made, no race again resulting. The start 
was at 11.35 in a six-knot breeze E. by N., but the yachts became 
becalmed, with Puritan ahead by about one and a half miles when 
at 5.30 the race was called off. A fourth unsuccessful attempt 
was made to get a race September 12th, but a start could not be 
made, owing to lack of wind. 

A decisive race was sailed on Monday, September 14th, over 
the inside course, thirty-eight miles, the start being from buoy 18, 
off Bay Ridge. The wind was southwest, light at the start, and 
increasing to ten knots. When the starting signal was given, at 
10.30 o'clock, the yachts were a considerable distance from the 
line, and, failing to cross within two minutes, time was computed 
from 10.32 o'clock. Both boats crossed a few seconds later, Ge- 
nesta being a short distance ahead, but slightly to leeward. Puri- 
tan carried mainsail, club-topsail, forestaysail and jib, and the 
cutter corresponding sails, with jib-topsail added, though the latter 

[102] 




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of THE AMERICA'S CVP ['««5] 

was soon dispensed with. The racers stood on the starboard tack 
for twelve minutes, during which Puritan made a slight gain by 
pointing higher into the wind. On the next tack she gained about 
two hundred feet, and when they again tacked close by the CHfton 
shore another three hundred feet had been added, while she still 
held the weather position. On the next tack she caught a six-knot 
breeze as she passed out of the Narrows, and at 11 o'clock was a 
good quarter of a mile to the fore. Genesta had in the meantime 
set her jibtopsail again. In the next half- hour Puritan had in- 
creased the lead to half a mile. About this time, however, she 
lost the breeze almost entirely, and Genesta, holding it longer, 
closed a portion of the gap. 

The yachts were sailing lazily, about a quarter of a mile apart, 
when the breeze returned, and the sloop first feeling its influence, 
regained a portion of her lost lead. The boats were then under 
equal weather conditions, and the sloop showed the better speed, 
being at buoy 9 three-quarters of a mile in advance of her compe- 
titor, and an eighth of a mile to windward. At 12.30 o'clock 
Genesta met baffling winds, had much difficulty in weathering the 
buoy, and was losing steadily. Puritan had opened a gap of nearly 
two miles. During the next half-hour the cutter was more favored 
by the ffukes, and closed up. 

Off" the point of Sandy Hook there was the first indication of 
Genesta overhauling the Boston boat, and there was great excite- 
ment. The latter was in a calm spot, and the cutter came bowling 
along at great speed. 

The anxiety was soon relieved, however, for Puritan, getting 
a fresh breeze before Genesta had time to close up on her, shot 
away for the light-vessel at a rate which gave her a firm hold on 
her lead. The wind then blew ten miles an hour, and both boats 
carried all sail. It was a beautiful race to the light-vessel, the 
sloop outfooting the cutter steadily, and standing up better. Puri- 
tan rounded the light-vessel at 2.14.54, and Genesta at 2.19.16, 
the former on the run home passing the latter half a mile to lee- 
ward of the mark. 

Great demonstration was made on the ffeet of excursion boats 
as each went off on the last half of the race. On the stretch back 
to buoy 10 the sloop sailed splendidly and every inch of canvas did 
its work. She gained steadily in the fresh breeze, and when at 
the point of the Hook led by a mile. Inside the Hook both boats 
had trouble with the strong ebb tide, and the wind there was found 
to be not over five miles an hour. Under these circumstances the 
cutter did better than the sloop ; but the latter, on rounding buoy 
8y2, at 3.32.30, set her balloon jib-topsail, and from' that moment 
to the finish she constantly crept ahead. Genesta rounded buoy 
8V2 at 3.38.05, and, with spinnaker and balloon jib-topsail set, 

[103 J 



['««5] THE LAWSON HISTORY 

she started after her rival. She flew through the water, but failed 
to gain on the sloop, which did not set her spinnaker. Puritan 
crossed the finish line at 4.38.05, and Genesta, which was far 
astern, finished at 4.54.52. The enthusiasm of the thousands of 
spectators knew no bounds, and for many minutes whistles shrieked 
and cannons roared, proclaiming the victory of the American 
centre-board sloop. The summary : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. 

Puritan .... 10.32.00 2.14.54. 4.38.05 6.06.05 6.06.05 

Genesta .... 10.32.00 z.19.16 4.54.52 • 6.22.52 6.22.24 

Puritan allowed Genesta 28 s., and won by 16 m. 19 s., cor- 
rected time. 

The second race in the series, which proved to be the last, 
ranks as one of the hardest-fought battles on record in the cup's 
history. Genesta proved all that had been anticipated of her speed 
and weatherly qualities in a breeze, and her crew showed them- 
selves to be as fine a lot of seamen as ever crossed the ocean to 
race for the cup. 

The course was twenty miles to leeward from Scotland 
light-vessel and return. The wind was a piping nor'wester, ten 
knots an hour at the start and thirty knots toward the finish. To be 
exact it blew from W. N. W. at the start to N. N. W. in the 
last half of the race. The course was laid E. S. E. and the 
preparatory signal sounded at 10.45. 

With spinnakers and club-topsails set, Genesta started at 
11.05.16, and Puritan at 11.06.01. The sloop, inch by inch, 
closed up, and at 11.50 o'clock was abreast the cutter. About 
this time Genesta changed her spinnaker from starboard to port, 
and the change helped her perceptibly. During the next five 
miles she slowly gained on the centre-board, which had gone to 
the front during the shifting of canvas, and at 12.45 o'clock passed 
to the fore. The visitor continued to excel in speed, and after a 
magnificent run reached the mark-boat a half-mile in the lead. 
She rounded at 1.05.30, and Puritan made the turn 2 m. and 6 s. 
later. 

Both started on the beat homeward on the starboard tack, and 
here the sloop did phenomenal work. The wind had increased to 
nearly twenty miles an hour, and both continued the fight with 
whole mainsails, club-topsails, and two jibs. Puritan slowly 
worked to windward, and when both tacked to port, at 1.22, Ge- 
nesta's lead had been decreased to a quarter of a mile. 

Puritan sent down her topmast at 1.26 o'clock, and Genesta 
took in her club-topsail at the same time, setting a working topsail 
in its place which was sheeted home at 1.40. The wind was 
now squally, and as it increased in force Puritan continued to out- 

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^ 



of THE AMERICA'S CVP c^^^s] 

point and outfoot the cutter. At 2 o'clock both yachts were sail- 
ing with their lee rails under water and their decks awash, the 
wind blowing at the rate of nearly thirty knots an hour ; but in 
fifteen minutes the wind had subsided to twenty knots. 

In going about on the starboard tack, at 2.16 o'clock, Puritan 
showed that she had recovered her loss, and was a mile to wind- 
ward. Another increase in the wind sent it up to thirty knots an 
hour, and caused an ugly sea, in which Genesta labored heavily. 
Puritan here lost some of her gain to windward by the wind haul- 
ing to the north-northwest. 

Genesta could now make the light- vessel in one close reach of ten 
miles, and the result of the race became a matter of grave doubt. 
But Puritan then had the advantage of heading up a trifle higher, 
while still maintaining a pace equal to that of the cutter ; and thus 
the boats, bow and bow, rushed bravely through the water. 
It was a most exciting struggle, and the anxiety of the spectators, 
as the yachts approached the finish line, was intense. 

At two miles from the light-vessel Puritan was a trifle to wind- 
ward and leading by only a few feet. Capt. Carter made a des- 
perate attempt to luff Genesta out on Puritan's weather, but every 
luff was met by the sloop, which continued to better her windward 
position as the line was approached, the sea being now smoother, 
and the wind somewhat lighter. When the line was but a mile 
away Puritan was so far out on Genesta' s weather bow that she 
could be eased off a bit and still fetch home. She therefore was 
given a strong full with lifted sheets, and in a splendid burst of 
speed she made for the finish line, crossing a victor by 2 m. 9 s. 
elapsed time. There was a memorable demonstration as she fin- 
ished a winner after such a hard-fought battle, while the honors 
accorded Genesta were hardly less demonstrative. 

The summary : 

Puritan 
Genesta 

Puritan allowed Genesta 31 s., and won by 1 m. 38 s., cor- 
rected time. 

The fine showing of Genesta, and Sir Richard Sutton's broad 
sportsmanship, created a more friendly feeling in this country 
toward English yachtsmen than had previously existed. We 
could afford to be generous after beating such a worthy oppo- 
nent, while the conduct of Sir Richard in the incident of the 
foul won him the regard of all classes. His health was copiously 
drunk at a reception given in his honor September 24th, by the 
New York Yacht Club, and he was made an honorary member 
of the club. 

[ 105 ] 



Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 


H. M. s. 

u. 06.01 
tl.05.l6 


H. M, s. 
1.07.36 
1.05.30 


H. M. S. 
4.09.15 
4.10.39 


H. M. S. 

5.03.14 
5.05.23 


H. M. s. 
5.03.14 
5.04.52 



[i885] 



THE LAWSON HISTORY 



Before returning to England Genesta won three cups. The 
first was offered by Commodore Bennett and Vice-Commodore 
Douglas of the New York Yacht Club, for schooners and " single 
stickers" and sailed for on Sept. 18th, off Sandy Hook. On 
September 21st and 22d Genesta won the Brenton Reef chal- 
lenge cup, in a race agamst Dauntless, Caldwell H. Colt owner, 
three hundred miles, from Sandy Hook light-vessel to Brenton 
Reef and return, the last half in terrific weather. Several of her 
crew were injured in this race by a sea boarding her. On Sep- 
tember 26th she won the Cape May challenge cup, sailing against 
Dauntless. The course was from Sandy Hook light- vessel to and 
around Five Fathom Bank light-vessel two hundred and sixteen 
miles. The winds were variable and the time slow. 

After this race Genesta was stripped of her racing sails and 
spars, put under jury rig, and on October 8th, 1885, she sailed 
for England, where she arrived safely after a stormy passage of 
nineteen days ten hours, nearly the entire vovage being made 
under close reefs. 







[106] 




W .G. W OOj 



I^OJZ- . 



MAYFLOWER 

Boston^ s defender of the cuf {f886) against Galatea, sixth challenger. 
From a pen drawing by W. G. Wood, after a photograph by N. L. 
Stebbins. 




^THE AMERICA'S CVP ['««6] 

MASSACHUSETTS AGAIN DEFENDS 
THE TROPHY AGAINST AN ENGLISH 
CUTTER: 1886. CHAPTER VIII. 

T the conclusion of the races of Puritan and Gen- 
esta, the New York Yacht Club took up the chal- 
lenge of Lieut. William Henn of the Galatea, and 
at a meeting held October 22d, 1885, definitely 
accepted it, fixing the races for the following year. 
The conditions arranged for the races were prac- 
tically the same as those in the 1885 series. 

Yachting spirit ran high in this country, in view 
of the showing we had made against Genesta, 
and it was with confidence that plans were made to meet Gal- 
atea. Boston, by tacit understanding, was expected to produce 
the defender, for the name of Burgess, almost unknown to the 
general public a year before, was on every tongue when yachting 
matters were discussed. 

Boston was not slow in again entering the lists, Gen. Charles 
J. Paine placing an order with Mr, Burgess for a boat that should 
be an improved Puritan. All the expense connected with her 
building was assumed by Gen. Paine. 

The boat was built at the yard of George Lawley & Son, South 
Boston, and was called Mayflower. In general appearance she 
was much like Puritan, having the same straight stem and hand- 
some overhanging stern. Her bow, however, was longer and 
finer, and where Puritan's was slightly hollow Mayflower's 
was fuller. Most of the changes made were the fruit of Gen. 
Paine's ideas, skilfully adapted by Mr, Burgess, Mayflower was 
built chiefly of wood, her length overall being 100 feet. She had 
the same feature of outside ballast and weighted centre-board 
as her predecessor. The details of her construction were as 
follows : 

The keel was made of two oak logs, each being originally 60 
feet long and 23 inches square. The stern-post was attached to 
the keel by a knee, to which it was bolted. The centre-board 
well, cut in the keel, was 23 feet long and 5 inches wide. The 
oak keel was about 68 feet long, and in its widest part, along 
the centre-board slot, 56 inches wide on top and 40 inches on the 
bottom. The frames, forty-nine in number, were all double, ex- 
cept the seven forward and three after cants, that were of oak, 
as were also the chain-plate frames, which extended in one piece 
from keel to gunwale. All the frames M^ere mortised into the 

[107 J 



[.8S6] THE LAWSON HISTORY 

side of the keel, and those in the wake of the centre-board were 
dove-tailed and keyed. 

The lead keel originally weighed thirty-seven tons, but this 
weight was increased subsequently. It was run in three moulds, to 
conform to the oak keel, the forward piece being about 14 feet long, 
the middle one about 23 feet long, and the after piece about 20 
feet long. Along the centre-board box this mass of lead meas- 
ured 40 inches wide at the top, and 16 inches at the lowest part. 
It was attached to the oak keel by heavy bolts of yellow metal. 
The stem and the stern-post were of white oak. The latter had 
a rake of 4 feet 3 inches in 9 feet 8 inches. 

The centre-board was 22 feet long, 10 feet deep, and 4 inches 
thick. Its lower courses were of oak, and its upper ones of hard 
pine. Several hundred pounds of lead in the top served to sink 
it easily. There were twelve iron floor-timbers, six forward and 
six aft of the centre-board box, which weighed about two tons, 
and served as ballast as well as to strengthen the vessel. The 
deck beams were of hackmatack, 6x5 inches. The deck was 
laid in white pine. The bulwarks were also of white pine, the 
rail of oak and the stringers of yellow pine. The chain-plates 
were of iron, six in number, three on each side of the vessel. 

The main saloon was fifteen feet long, and of nearly the same 
beam as the yacht, the trimmings mahogany. There was an after 
state-room, seven feet long, with two berths ; on the starboard 
side, forward of the main saloon, was a large state-room, with 
modern conveniences, and on the port side, forward, several small 
state-rooms for the ofiicers. The galley and forecastle were con- 
veniently furnished and well lighted and ventilated. 

The sailing master selected for Mayflower was Capt. Mar- 
tin V. B. Stone, of Swampscott, Mass., an experienced yacht 
skipper who had sailed the schooner yacht Halcyon while she 
was owned by Gen. Paine. 

Mayflower was not an unqualified success at the start, as was 
Puritan, and no boat ever had a more thorough tuning up than 
she to put her into racing shape. It was in this hard, dogged, 
preliminary work of preparing a boat for racing that Gen. Paine 
excelled, and never was his ability made to count more than in May- 
flower. For a few days after her launching her centre-board could 
not be put down to its full depth, and this impaired her sailing, 
while her trim was wrong, and her sails set badly. She there- 
fore lost her first three races to Puritan, but after changes 
were made in her spars, sails and ballast, her board was got to 
working well, and she had been properly tried, she defeated the 
old cup defender with ease. 

The public, quicker to condemn than to praise, found fault 
with the new boat at first, and showed little faith in her. But 

[108] 



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<9/THE AMERICA'S CVP i^^^^i 

Gen. Paine and Mr. Burgess had faith a-plenty, though, after the 
cup races, the designer stated that Mayflower never came up 
fully to his expectations in off'-the-wind work. 

In the course of her trials off Marblehead, Mayflower received 
a number of hard tests of wind and water. On June 30th, 1886, 
while sailing with housed topmast, in a nor' wester, she was 
struck by a squall and sent down to her hatches. Some concern 
was felt by spectators for her safety, but she came up like a cork, 
showing herself extremely able. 

By the time of her appearance in the New York Yacht Club 
cruise Mayflower was in the best possible racing form. She won 
the Goelet cup with ease, there being pitted against her the older 
boats, Puritan and Priscilla, — the latter altered to correct defects, 
— and the new sloop Atlantic, built as a candidate for cup-defence 
honors by a syndicate of Atlantic Yacht Club members, consisting 
of Messrs. Latham A. Fish, J. Rogers Maxwell, William Ziegler, 
Newbury D. Lawton, and others. It may be recorded here 
that Atlantic did not possess speed enough to make her a serious 
opponent to Mayflower. She was built of wood by John F. 
Mumm of Brooklyn from designs by Philip Elsworth of Bayonne, 
(brother of Capt. "Joe " Elsworth) who had built the schooners 
Montauk, Grayling, and others. She was the last of the rule-of- 
thumb sloops. Her dimensions were as follows : Length overall 
95 feet 1 inch ; length on water-line 82 feet 1 inch ; extreme 
beam 23 feet 2 inches ; beam at water-line 22 feet 8 inches ; 
depth of hold 10 feet 6 inches ; draft 8 feet 10 inches, with centre- 
board down 20 feet 6 inches ; least freeboard 3 feet 3 inches ; 
displacement 108 tons ; ballast on keel 33 tons, inside 9 tons. 

With a weak New York boat in the field, and her speed 
obviously superior to that of Puritan, it was a foregone conclusion 
that Mayflower would meet Galatea, which yacht fell in with the 
New York Yacht Club fleet on August 9th, in Buzzard's Bay. 
She had arrived at Marblehead from England on August 1st, 
thirty-one days out, having had light weather, and was proceed- 
ing in leisurely fashion to New York when she came up with 
the fleet. Naturally she was regarded with curiosity. Lieut. 
Henn was on board, with his wife, who had made the voyage 
with him, and both were very cordially received by the yachts- 
men on the cruise.* 

* Lieut. William Henn, R. N., was born in ingstone, and in charge of the land party which, 
Dublin in 1847, his father being a landed proprietor shortly after leaving Zanzibar, met Henry M. 
in the County Clare. He entered the Royal Navy Stanley on his return from his successful quest for 
in i860, and served until 1875, when, at his own the explorer. Lieut. Henn was from his earliest 
request, he was placed on the retired list of his rank, years an enthusiastic and hardy yachtsman, and 
His service embraced the Abyssinian campaign, and after retiring from the navy devoted most of his time 
the war on the slavers of Zanzibar and Madagascar, to the sport, making long cruises, accompanied by 
while in 1872 he was second in command in the his wife. On one of his boats, Gertrude, an eighty- 
expedition sent to Africa to find the explorer Liv- ton cutter, he lived for seven years. Galatea 

[109] 



[X8S6] THE LAWSON HISTORY 

To the critics of yachts Galatea did not appear as formidable 
a representative of old England as Genesta. She impressed the 
Americans with being more a cruiser than a racer, and this im- 
pression was confirmed by her stay in these waters. She was 
larger than Genesta, and her lines were not so fine. Her career 
had not been so successful, either. Launched May 1st, 1885, 
from the yards of John Reid & Sons, Glasgow, she had been 
raced that season with more or less bad luck, meeting with 
various accidents, the worst of which was the carrying away of 
her mast at the deck. She sailed in fifteen races in 1885 without 
taking a first prize, and in 1886, after being overhauled, and 
having her ballast placed lower, she took only two second prizes in 
three starts. 

Galatea was built of steel, and her deck fittings, bulwarks and 
stanchions were of teak. Her steel keel, trough-shape, was run full 
of lead, holding eighty tons, her total ballast. She had comfort- 
able fittings, and was a trim and ship-shape yacht in every 
respect, her sides being as smooth as glass. She was painted 
white for the races. Under the New York Yacht Club measure- 
ment her dimensions were as follows : Length overall 102.60 
feet ; length on water-line 86.80 feet ; beam 15 feet ; draft 13.50 
feet ; area of midship section 1 10 feet ; length of mast deck to 
hounds 53 feet; length of topmast 51 feet; length of boom 73 
feet; length of gaff 46 feet; length of bowsprit outboard 37.60 
feet; length of spinnaker-boom 67 feet; displacement 157.63 
tons ; sail area 7505 square feet ; racing measurement 86.87 feet. 

Trial races between Mayflower, Puritan, Priscilla and Atlantic 
were sailed on August 21st and 25th. The first was over the 
New York Yacht Club inside course, thirty-eight miles, in a light 
wind from E. S. E. Mayflower won by 10 m. 50 s. over Atlan- 
tic, which she allowed 1 m. 1 s. ; by 11 m. 11 s. over Puritan, 
which she allowed 2 m. 26 s., and by 18 m. 29 s. over Priscilla, 
which she allowed 1 m. 12 s. In the second race, fifteen miles to 
leeward and return from Sandy Hook light- vessel, in a twenty- 
mile breeze N. N. E., Mayflower beat Puritan 3 m. 47 s., Pris- 
cilla 8 m. 1 s., and Atlantic 9 m. 43 s. She allowed Atlantic 
48 s., Priscilla 57 s., and Puritan 1 m. 53 s. 

The America's cup committee of the New York Yacht Club 
immediately selected Mayflower to defend the cup.* 

was named for one of the vessels of the British Amory Gardner, Esqr. , of Boston. Puritan was also 

navy in which he served. Lieut. Henn was the changed from a racing sloop to a cruising schooner, 

most thoroughly versed in practical yachting of any in 1896. She was owned in 1901 by Mr. John 

challenger for the cup. O. Shaw, Jr., of Boston. Priscilla was subsequently 

* Mayflower's career as a racing and cruising rigged as a schooner. In 1 901 she was in pleasure 

vessel, thus auspiciously begun, was one of continued service on Lalte Erie, being owned by George H. 

success. She was rigged as a schooner in 1889, Worthington, Esqr., of Cleveland, Ohio, Atlantic 

and in this rig has proved a fast and comfortable was altered to a schooner in 1889. She was owned 

cruiser. She was owned in 1901 by William in 1901 by Wilson Marshall, Esqr., of New York. 

[110] 



GALATEA (left) and MAYFLOWER 

starting in their first race of the sixth challenge contest for the Americans 
cup, in the Narrows of New York Harbor, Septe?nber jth, i88b. From 
a pen drawing by IV. G. Wood, after a photograph by N. L. Stebbins. 



of THE AMERICA'S CVP c^««6] 

The first cup race was sailed September 7th, over the New 
York Yacht Club inside course. Both boats came to the line in 
superb condition. Popular interest was intense, and the public 
was inclined to believe, at the last moment, that Galatea might, 
after all, "do the trick." An enormous fleet of excursion 
steamers, yachts and tugs congregated at the starting-point. 

The start was made in a light breeze from the south. In the 
preliminary manoeuvres Galatea secured the better position, and 
crossed the line to windward, though but one second ahead of 
Mayflower, going over at 10.56.11, and Mayflower at 10.56.12. 
Both were on the starboard tack, Mayflower carrying her main- 
sail, club-topsail, forestaysail, jib and jib-topsail, and Galatea 
similar sails, except that her jib-topsail was not set. The start 
was a magnificent one, and was accompanied by a deafening roar 
of cannon and shriek of whistles from the attendant fleet. 

Galatea being to windward, Mayflower made an effort to pre- 
vent being blanketed, and soon crept a few feet to the front. 
The visitor, however, was pointing closer into the wind. As 
they neared the Bay Ridge shore, the sloop had a lead of two 
hundred feet, and going about on the port tack, was nearly on 
even terms. Galatea tacked immediately, and showed herself to 
be much quicker in stays. In standing toward the Staten Island 
shore, the cutter was jammed so closely into the wind that she 
moved heavily through the water, and Mayflower was making a 
very perceptible gap between herself and her rival. Both were 
affected by the strong flood-tide which was setting them to leeward, 
Galatea suffering more than Mayflower. At 11.03.30 the cutter's 
jib-topsail was run up, but it did not prevent Mayflower from 
drawing away. As the yachts approached the Stapleton shore 
they found a large schooner anchored in their path. Mayflower 
tried to weather it, and by lufiing succeeded, but the English 
boat was obliged to go to leeward of it. Both kept close to the 
shore, the sloop going about at 11.13.30, and the cutter at 
11. 14.30 o'clock. 

On this stretch Mayflower made a considerable gain. She 
did not attempt to sail so high into the wind, but under skilful 
handling kept good headway, and in the light wind did creditable 
work. Mr. J. Beavor Webb held the tiUer of the challenger, and 
Captain Stone, at Mayflower's wheel, had the assistance of 
Messrs. Paine and Burgess in questions of judgment. Galatea 
was being pinched hard to offset in pointing what Mayflower was 
doing in outfooting her, and was fully a quarter of a mile astern 
when the latter tacked, at 11.22.20. 

Short tacks ensued, Mayflower making fifteen and Galatea 
sixteen from the start to buoy 10, the sloop then leading fully 
three-fourths of a mile. Mayflower rounded buoy 8V2 at 1.01.51, 

[111] 



[:886] THE LAWSON HISTORY 

and Galatea at 1.07.07. From this point to the end of Sandy- 
Hook Galatea decreased the gap by holding better to windward 
against the tide than did the American boat. 

In a long reach to the Sandy Hook light-vessel, Mayflower 
added three minutes more to her lead. She rounded the light- 
vessel on the starboard tack at 2.35.02, and her immense balloon 
jib-topsail was immediately broken out. Galatea rounded at 
2.44.13, and likewise set her balloon jib-topsail, though not with 
the skill displayed by the Yankee crew. In the reach back to 
the Hook, the sloop gained three minutes more, and passed buoy 
8^ at 3.34, followed by Galatea at 3.46 o'clock. With a slightly 
freshening wind, the boats began their run home before it, though 
the Boston boat did not set her spinnaker until she was within a 
mile of the finish. Five minutes before the cutter's spinnaker 
had been set, and both boats were bowling along at good speed, 
accompanied by the fleet of steam craft which crowded in on all 
sides. Mayflower finished at 5.26.41, with a lead of one and 
one-half miles, and Galatea at 5.39.21. The summary : 





Start 


Light-Vessel 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. S. 


H. M. S. 


H. M. s. 


H. M. S. 


H. M. s. 


Mayflower 


10.56.12 


2.35. oa 


4-22-53 


5.26.41 


5.26.41 


Galatea . 


10.56. II 


2.44.13 


4-35-32 


5.39.21 


5.38.43 



Mayflower won by 12 m. 2 s., corrected time, allowing 
Galatea 38 seconds. 

The next meeting of the yachts, on September 9th, resulted in 
no race. The course was twenty miles to windward from Scotland 
light- vessel. The start was made in a light breeze E. by N., 
with light rain and fog. Mayflower started at 11.30.30, and 
Galatea at 11.30.32. Mayflower rounded the outer mark at 
4.26.22, but Galatea missed it in the fog. Both failed to finish 
within the time limit. Mayflower showed marked superiority in 
the light wind that prevailed. 

The decisive race was sailed Saturday, September 11th. 
The course was twenty miles to leeward and return, starting 
from Scodand light-vessel, and the wind at the start was from 
the northwest at the rate of twelve miles an hour. 

Lieut. Henn was unable to manage his vessel personally in 
this race, being ill on board. He sent a request to the regatta 
committee before the start that the course be shortened to thirty 
miles, stating that he wished to have the race over as soon as 
possible in order to secure the services of a physician, of which he 
stood in great need. His request was not granted by the com- 
mittee, which held that it did not have power to change the 
conditions of the match. The illness of her owner did not keep 
Galatea out of the contest, though there was litde hope of her 
winning. 

[112] 



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of THE AMERICA'S CVP c^^^] 

The boats held well up to windward of the line while waiting 
for the gun, and with spinnaker to port Mayflower was first over, 
at 11.22.40. She immediately broke out her balloon jib-topsail. 
Galatea crossed at 11.24.10, breaking out her spinnaker as she 
cut the line. The skill with which Mayflower was handled had 
given her an advantage at the start. She was under the influ- 
ence of her big canvas in going over the line, and started off at 
great speed. Galatea followed directly in her wake, but, being 
over a minute behind, failed to take the wind out of Mayflower's 
sails. 

The Boston sloop made a steady gain, though it was claimed 
that saiUng before the wind was the strong point of the English 
boat. Galatea's balloon jib-topsail had not been set, and the 
sloop outfooted her speedily. When Mayflower took in her 
spinnaker, a mile from the mark-boat, the cutter was a mile and 
a half astern. 

Mayflower jibed before reaching the mark, and rounded at 
1.55.05, on the starboard tack. At the same time Galatea's 
spinnaker was taken in, and it was not until 2.10.20 that she 
rounded, Mayflower in the meantime making a great increase in 
her lead. 

The cutter rounded on the starboard tack, and began her wind- 
ward work with mainsail, club-topsail, forestaysail, jib, and jib- 
topsail, and Mayflower carried the same, excepting the jib-topsail. 
Both stood off" on this tack for a long time, during which May- 
flower kept working up to windward more than her rival, although 
the latter was then giving the best display of her abilities that had 
thus far been seen. At 4 o'clock Mayflower had made but two 
tacks since leaving the mark-boat, and Galatea had not gone about 
at all since rounding. Both were standing in close to the New 
Jersey shore in the hope of getting more wind. 

For an hour the breeze had been dying out, and the sloop was 
the greater loser. Galatea then began to reduce Mayflower's 
lead, which at one time had been over two miles ; but soon after 
4 o'clock the racers became almost becalmed. A light breeze 
soon after sprang up, and the sloop was the first to get the advan- 
tage of it. The American boat was well up to windward and 
closer inshore and here she ran away from the cutter, which 
could not get the benefit of the light off"-shore breeze. At 5.30 
o'clock, with Mayflower about four miles from the finish, and 
Galatea nearly the same distance astern of her, the wind again 
decreased. The yachts moved lazily along, and for a time it 
was doubtful if the race could be finished within the time- 
limit. It was a most unsatisfactory exhibition, but Mayflower 
finally reached the goal, with but eleven minutes of the seven 
hours to spare. 

8 [113] 



[i886] 



THE LAWSON HISTORY 



The wind averaged about four miles an hour during the last 
half of the race, from the northwest. The summary : 



Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 


H. M. S. 


H. M, S. 


H. M. s. 


H. M. S. 


H. M. S. 


11.22.40 


1.55.05 


6. 1 1.40 


6.49.00 


6.49.00 


II. 24.10 


2.10.20 


6.42.58 


7.18.48 


7.18.09 



Mayflower 
Galatea 

Mayflower won by 29 m. 9 s., corrected time, allowing 
Galatea 39 seconds. 

Lieut. Henn took his defeat with the utmost good nature, as 
Sir Richard Sutton had done, though with less cause, for he had 
not secured such a good test of his yacht as Sir Richard did in 
the second race between Puritan and Genesta. 

The owner of Galatea made quite as favorable an impres- 
sion personally as did Sir Richard Sutton. His manner was genial, 
he was every inch a sailor, and American yachtsmen liked him. 
He raised a laugh at their expense prior to the cup races by issu- 
ing a challenge which no American cared to accept, namely, 
to race Galatea with any American single-sticker around the 
islands of Bermuda and back. While Galatea's racing for the cup 
was rather poor, her quest had more of the true spirit of the 
sport in it, and of real romance, than any before or since. 

Lieut. Henn kept Galatea on this side of the Atlantic dur- 
ing the winter of 1886-7, and raced her the following season, 
with much pleasure, but meagre results in cups. Such a thorough 
sportsman as he was worthy of better luck than Galatea brought 
him. 




[114] 



-'isy^ft^ i;<^ v.*. --f^'. V-.« J^ J, ,,,,,; ^: 



THISTLE 

Seventh challenger for the cup {i88j). From a pen drawing by W. G. 
Wooi/, after photographs. 




<9/THE AMERICA'S CVP ['««7] 

SCOTLAND SENDS A CHALLENGER, 
AND A THIRD BOSTON BOAT DE- 
FENDS THE CUP: 1887. CHAPTER IX. 

lONTINUANCE of racing for the America's cup 
has been due primarily to the fact that Ejiglish- 
men find in defeat only a spur to further efforts, 
without applying always those lessons drawn from 
experience which might shorten the way to 
victory. 

No sooner had Galatea followed in the wake of 
Genesta as a defeated challenger than Albion's 
sons set out for another trial for the cup. This 
time the challenge came from Scotland. George L. Watson, who 
was counted the ablest British designer of the period, had been 
in the United States in the autumn of 1886 taking notes on our 
best yachts. He went home filled with the belief that he could 
turn out a vessel which should combine some of the most meri- 
torious American points in design with the best features of the 
English cutter, and would be fast enough to defeat any vessel 
constructed on this side of the Atlantic. One circumstance that 
helped Mr. Watson, and made the year 1887 notable in British 
yacht building, was the change which took place in 1886 in the 
system of tonnage rating on English vessels. The obnoxious tax 
on beam for tonnage purposes which had been in existence for 
years was then abolished, and for the first time British yacht 
designers could make their boats as wide as they pleased, the 
old Thames rule of estimating a boat's depth at half her beam, 
which resulted in the " knife-blade " type of cutter, having been 
abandoned. 

With a free hand Mr. Watson set about designing a boat 
with plenty of beam, with the cutter's depth, and with a clipper 
bow, which gave excess of length over the old types on practically 
the same water-line. The boat was designed for a syndicate of 
Scotchmen, composed of Messrs. James Bell, vice commodore of 
the Royal Clyde Yacht Club, who was the managing owner ; John 
Clark, commodore of the same club ; William Clark, Andrew 
Coates, William Coates, James Coates, George Coates, J. Milliard 
and William Bell. She was built by Messrs. D. & W. Hender- 
son, at Partick on the Clyde, and launched April 26th, 1887. 
The greatest secrecy was maintained regarding her lines, and 
when launched she was covered with canvas to protect her from 
the gaze of the curious. She was christened Thistle, a fit name 

[ 115 ] 



i^m THE LAWSON HISTORY 

for the representative of Caledonia. A challenge on behalf of 
Thistle had been sent to the New York Yacht Club in March, 
1887, from the Royal Clyde Yacht Club, and was accepted on the 
29th of that month. The challengers asked that there be five 
races instead of three, and that they be sailed in October. The 
New York Yacht Club replied that it considered three races suffi- 
cient, to take place in September. The match was afterward 
arranged on this basis. 

In view of the change in tonnage rules in Great Britain, and 
a certainty that a boat would be sent across more nearly like ours 
than any we had met before, it was thought in this country that 
Thistle would prove as dangerous a vessel as ever challenged for 
the cup. 

Boston again came to the front as defender, and so great was 
the national faith in Burgess and Gen. Paine, that when it was 
learned the former was to design a boat for the latter, no effort 
was made elsewhere toward building a defender. Burgess went 
to work on the design of the new boat with faith that he could 
improve on Mayflower as easily as he had improved with her 
on Puritan. The result was Volunteer, the fastest yacht 
ever designed by Burgess, and in her time a wonder. In her 
the straight stem of Puritan and Mayflower disappeared. The 
clipper bow, similar to the one which Watson planned for Thistle, 
took its place. Indeed, though each was working by himself, the 
Scotch and American designers were remarkably close to one 
another in their ideas. Burgess was a little ahead of Watson, as 
the result of the races showed. 

As Volunteer was not designed until the dimensions of Thistle 
were in part known, through the challenge, work on her necessarily 
was done with a rush. Her hull was of steel, she was built by 
the Pusey & Jones Shipbuilding Company of Wilmington, Del., 
was launched on June 30th, and towed to Boston for finishing and 
rigging by George Lawley & Son. Her dimensions were as fol- 
lows : Length overall 106 feet 3 inches ; on water-line 85 feet 10 
inches ; beam 23 feet 2 inches ; draft 10 feet ; length of mast 
from deck to hounds 63 feet ; topmast 48 feet ; boom 84 feet ; gaff^ 
51 feet 6 inches ; bowsprit outboard 38 feet ; spinnaker-boom 67 
feet ; displacement of 130 tons ; ballast inside and on keel 55 tons ; 
sail area 9271 square feet; racing measurement 86.35 feet. 

Compared with Mayflower, Volunteer had more dead-rise and 
less beam, and owing to the fact that ballast could be stowed two 
feet lower in her metal hull, she had greater stability because of 
the lower centre of gravity. In construction she was very strong, 
though her outside plating, owing to the haste with which she 
was built, was somewhat rough. This was all steel, and flush 
from keel to gunwale. Her frames were of steel, spaced 31 inches 

[116] 



VOLUNTEER 

Bostofi's third defender of the cup (i88y). From a pen drawing by 
W. G. Wood, after photographs by N. L. Stebbins. 




-:^^Z^^^^:---^ 



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of THE AMERICA'S CVP ['^^^j 

on centres, and along the centre-board well were twenty-two angle- 
iron frames. The well was plated with steel, and the keel plating, 
% inch in thickness, was riveted to transverse frames. In the 
trough in which the ballast was stowed there was a steel floor- 
plate at each frame, and in these spaces molten lead was run, 
thus making solid ballast. The deck beams were made of angle 
irons, 3X4, by %6 inches thick. To counteract the strain of 
the mast the frames along the sides opposite the mast were 
strengthened by steel brackets riveted to the frames and deck 
beams. At the turn of the bilge, and between the cabin floor 
and keel, the hull was stiffened by two thick steel strakes. 
The plank-shear was of white pine. The waist had locust 
stanchions, and the rail was of oak. Her deck was flush, and of 
white pine. Her chainplates ran along the frames down the 
inside of the plating, thus leaving the sides clean. The bowsprit 
was a reefing one, the first to be put on a Burgess sloop of the 
first class, and could be shortened eight feet. Steel wire was 
used for the main rigging. 

The vessel's interior arrangements were comfortable. On 
each side of the centre-board box was a passage, and leading out 
of each were two staterooms, conveniently fitted up and neatly 
furnished. The main saloon contained two berths on each side, 
and aft there was a good sized stateroom. The quarters of the 
crew were roomy, light and well ventilated. 

As sailing-master for Volunteer Gen. Paine selected Capt. 
Henry Clayton Haff, known to all the fleet as " Hank " Haflf, a 
veteran boatman from Islip, Long Island, who had sailed many a 
winning race in the old sloop Fanny, and was one of the talent on 
Mischief when she defeated Atalanta. Under his care, with 
such a guiding mind as that of Gen. Paine, Volunteer was a 
success from her first race. She showed her heels to Mayflower 
and Puritan with consummate ease, and her racing record for the 
season was one unbroken list of victories. She took the Goelet 
cup in light weather off" Newport, Aug. 5th, 1887, sailing away 
from Mayflower, Puritan, Priscilla and Atlantic, beating the May- 
flower by 8 m. 39 s. and the others more. She won the Morgan 
cup in a run from Vineyard Haven to Marblehead, August 8th 
and 9th ; the Boston Herald cup, a beautiful trophy weighing 
310 ounces, ofl" Marblehead August 11th, and the Providence and 
Newport citizens' cups, respectively on August 15th and 16th. 
The value of these cups was about $4000. 

With such a fast boat as defender there was no very great 
concern felt as to the safety of the cup, though to offset the 
record of Volunteer, Thistle appeared to be making one quite as 
l)riUiant. She defeated Genesta with ease, also Irex, a cutter as 
fast, if not faster, than Genesta. In fifteen English races she won 

[117] 



C'««7] THE LAWSON HISTORY 

eleven first prizes, and two others, defeating the pick of EngUsh 
yachts. Thus when she sailed for this country July 25th, in charge 
of Capt, John Barr of Gourock, considered as able a skipper as 
Scotland could produce, there was a belief in England that at last 
a boat was under way that would whip the Yankees. 

Thistle arrived in this country August 16th, after a comfort- 
able run of twenty-two days, under short sail. The members of the 
syndicate came later on the steam-yacht Mohican, owned by Mr. 
Robert Clark, arriving in New York Sept. 1st. They had bag- 
pipers on board, a good supply of amber Scotch liquor, some of 
which they declared they would drink from the America's cup. 
As the cup has no bottom to contain liquids the feat contemplated 
was as difficult as the task of winning the trophy. The Scotch 
challengers believed they had a yacht in Thistle the like of which 
had never been seen in American waters. She was indeed a 
vessel not to be underrated. Her rounded sides, flaring top, 
cut-away stem, and broad beam, made her a new proposition in 
cup challengers. That she was "slippery " in light airs every- 
body knew. Had not Volunteer also been "slippery," things 
might have looked different. 

Thistle was well built, and showed great power. A writer of 
the day called her a " big, sail-carrying brute." Her dimensions 
were as follows: Length overall 108.50 feet; water-line 86.46; 
beam 20.35 feet ; draft 13.80 feet ; mast from deck to hounds 62 
feet ; topmast 45 feet ; boom 80 feet ; gaff" 50 feet ; bowsprit out- 
board 38 feet ; spinnaker-boom 70 feet ; ballast 70 tons ; displace- 
ment 138 tons ; sail area 8968 square feet ; racing measurement 
89.20 feet. Thistle's hull was plated with Siemens-Martin steel, 
the lower plates being % and the upper %6-inch thick. The 
three lower strakes were lap-seamed, but the top body was plated 
flush. The frames were of unusual strength, and were tied by 
steel diagonal stringers, keelsons and floorings, forming a network 
of the most secure description. Partial bulkheads gave still further 
strength, and there was also forward a collision bulkhead. The 
keel was of lead. It weighed about seventy tons, and was placed 
about three feet lower than Volunteer's. The yacht's channels 
and chainplates were placed outside, as was usual on English ves- 
sels. The sternpost showed considerable rake, and the clipper 
bow was considered handsome. She had a reefing bowsprit which 
could be shortened six feet. 

The sweep of the deck was particularly easy, her shear being 
much straighter than Volunteer's. The covering-boards were of 
teak, and the deck fittings, which were of the same material, 
were arranged to give the greatest possible space for handling the 
yacht. Her bulwarks were low, mahogany stained inside, and 
finished with a neat rail of elm. The companionway was finished 

[118] 



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of THE AMERICA'S CVP ['««7] 

in teak and mahogany, and the main saloon in American walnut. 
The latter was very roomy, of the full width of the yacht. The 
ladies' cabin aft was conveniently arranged. Just forward of the 
main saloon were the officers' rooms and the galley. The fore- 
castle accommodated twenty men, iron swinging berths being 
used. The main rigging was of steel, and the jib-halyards were 
galvanized iron chains. 

To meet this able challenger but one boat was deemed capable, 
— Volunteer ; still it was thought advisable to hold trial races, in 
order that all qualified yachts might have a chance to compare 
strength with the new boat. The only vessel entered against her 
was Mayflower, then owned by Commodore E. D. Morgan. 
After an inconclusive trial in light airs Sept. 13th, and another 
postponement for want of wind Sept. 15th, a race between the 
boats was sailed Sept. 16th off Sandy Hook. The wind was strong 
from N. W. by N. The yachts made a ten-mile run S. E. by S., 
then a nine-mile leg W. S. W., thence back to the first mark, 
and a beat back to the starting-point, distance thirty-eight miles. 
On only one leg did Mayflower outsail Volunteer, and then only 
by 22 s. Volunteer defeated Mayflower by 16 m. 2% s., elapsed 
time, and her performance satisfied the committee that another 
trial was unnecessary. Her selection as defender of the cup was 
announced the same day. 

The following courses were agreed on for the cup races : 

First race, Tuesday, Sept. 27th, start at 10 a.m., inside 
course of the New York Yacht Club. 

Second race, Thursday, Sept. 29th, start at 10.30 a.m., 
twenty miles to windward or leeward and return from Scot- 
land or Sandy Hook light-vessel, as decided on the morning of 
race. 

Third race, Saturday, October 1st, start at 10.30 a.m., trian- 
gular course of forty miles, starting from Scotland light-vessel. 

On September 22d Volunteer and Thistle were officially 
measured at Erie Basin. Here it was found Thistle exceeded the 
load water-line length furnished the New York Yacht Club in the 
challenge from Mr, Bell. This was considered so serious a mat- 
ter that "a question was raised," to quote the language of the 
America's cup committee, " whether the Thisde should be allowed 
to race." The committee consisted of .Tames D. Smith, Gilbert 
L. Haight, Philip Schuyler, John S. Dickerson, William Krebs, 
Elbridge T. Gerry, and Charles Coolidge Haight. They decided 
to refer the question of Thistle's eligibility to George L. Schuyler 
as referee. The committee's statement of the difference found in 
Thistle's water-line was as follows : "A great discrepancy was 
seen to exist [in the measurement] between the load water-line 
length of Thistle as given by Mr. Watson, her designer, namely, 

[119] 



['««7] THE LAWSON HISTORY 

85 feet, and that of the measurer of the New York Yacht Club, 
namely, 86.46, a difference of 1.46 feet." 

Mr. Watson, when his attention was called to the matter, said 
it was the result of an " overlook. ' ' Mr. Bell, when notified by 
the committee of the discrepancy, replied that the water-line length 
as given in the challenge was as accurate as Mr. Watson could 
give it with the vessel unlaunched, and was furnished without the 
challengers knowing the deed of gift required it, but to supple- 
ment the custom-house certificate, it being given " with the most 
perfect good faith." He stated that " when measured under the 
British yacht-racing rule, after she was fitted out, she measured 
86.40 on the water-line, as against 86.46 here, and she was rated 
in this trim accordingly." 

Mr. Bell further stated : 
The extra length is penalized more heavily under your rule 
than under ours, and is not an advantage. 

' ' If Thistle had been a shorter boat she would have been 
in receipt of moce time allowance ; as it is, the two competitors 
could hardly have been nearer an equality of sailing tonnage by 
your rules had they been specially designed to sail even." 

Mr. Bell agreed to place the matter without reserve in Mr. 
Schuyler's hands. 

His statement, and Mr. Watson's, about the "overlook," did 
not satisfy all who commented on the matter. New York yachts- 
men believed so skilled a designer as Mr. Watson could have told 
exactly, or very nearly so, on what water-line the yacht would float 
when launched, for such problems are determined with mathemat- 
ical precision. However, no one accused the challengers of either 
intentional deception primarily, or later reservation of facts, but 
generously accepted the disclaimers of Mr. Watson and Mr. Bell. 

On the 24th of September there was a conference at the New 
York Yacht Club between members of the cup and regatta com- 
mittees of the club, George L. Schuyler, Gen. Paine, of Volun- 
teer, and Messrs. Bell and Watson, and Mr. York, secretary of 
the Royal Clyde Yacht Club. 

At this meeting Mr. Bell presented a statement to be submitted 
to the referee, in which he again set forth that the water-line length 
given in the challenge was the vessel's designed length, but that 
with equipment aboard she had been found to measure 86.40 feet, 
and continued : 

' ' As the challenger accepted the measurement and time allow- 
ance of the New York Yacht Club, which adjusts all differences of 
tonnage, and as the vessel had to be measured in New York, the 
exact water-line length did not seem of any importance, 

" Under the New York Yacht Club's rules, which were mutu- 
ally accepted, competitors are at liberty to shift ballast up to 9 p.m. 

[120] 



THISTLE AND VOLUNTEER 

as they appeared below the Narrows in the first race of the seventh chal- 
lenge contest for the America's cup {and the last sailed over the New York 
Yacht Club inside course), September syth, i88j. The picture illustrates 
the conditions under which races were sailed on this cotcrse. From a pen 
draiving by W. G. Wood, after photographs by N. L. Stebbins. 



of THE AMERICA'S CVP ['8«7] 

of the day prior to the race, subject, of course, to after mea- 
surement, which prechided the idea that in giving an approximate 
water-line measurement Thistle was tied down to a fixed load-line 
length. 

" Were Thistle claiming to race at a water-line length of 85 
feet having 86.46, there would be grave reason for complaint, but 
Thistle is tendered for measurement of length and sail area as per 
New York Yacht Club rules, under challenger's arrangements 
with your America cup committee, to adjust the time allowance 
she was to receive or give." 

Mr. Watson submitted a statement to the referee, reciting 
that in his certificate of March 14th, 1887, giving dimensions of 
the yacht, the beam and depth only were given exactly, but that 
the water-line was the designed length, of which he at that time 
stated : ' ' When she is afloat and in racing trim I have no reason 
to expect that it will be more than an inch or two out, either 
way." 

Mr. Watson asked the referee this question : 

" Does the Thistle, as now measured and offered to sail, cor- 
respond with the particulars of dimensions furnished by her chal- 
lenger within the requirements of the deed of gift ? ' ' 

The America's cup committee asked the referee : 

"Is the variation sufficient to prevent the challenger being 
entitled to race for the cup with the boat named ? ' ' 

On the morning of September 25th, Mr. Schuyler handed his 
decision to the committee. It is here given in full : 

James D. Smith, EsqR., 

Chairman Americans Cup Committee of the New Yoj'k Yacht 
Club. 

My reply to the questions submitted to me by your 
committee and Mr. Bell is as follows : The clause in the 
deed of gift which requires, besides Custom House measure- 
ment, a statement of the "dimensions" of the vessel, is 
intended to convey a just idea of the capacity of the same 
without reference to any rule for racing tonnage which may be 
in force at the time the challenge is given. 

The length of load water-line is an essential element. It 
was furnished by both Genesta and Galatea, and had it not 
been given by Thistle, the committee should have demanded 
it before closing the terms of the match. Mr. Bell did, how- 
ever, furnish the load water-line of the Thistle, notwith- 
standing his misapprehension of the necessity of doing so, 
for the reason, as stated by himself, that if that information 
was withheld it would be impossible to determine, with any 
approach to accuracy, the power of his boat, a reason which 

[121] 



C'887] THE LAWSON HISTORY 

proves the necessity of length of load water-line being a factor 
in giving the ' ' dimensions ' ' of the vessel, as well as the 
desire of Mr. Bell to do everything in his power to make a 
fair trial between the contestants for the cup. 

Your second question refers to the discrepancy between 
the load water-line of the Thistle as furnished by letters 
March 16th, 1887, about 85 feet, and the actual measure- 
ment made in New York, 86,46 feet. The length of load 
water-line of a vessel in commission is accurately obtained ; 
but before launching, as was the case with the Thistle, there 
was no course left for the owner but to apply to his designer 
for the necessary information. This was done, and the cer- 
tificate of the designer was forwarded, stating that " it was 
impossible to give exactly the water-line length ; this, how- 
ever, is her designed length, and when she is afloat and in 
racing trim, I have no reason to expect that it will be more 
, than an inch or two out either way." 

The importance of accuracy in giving the dimensions 
of a yacht challenging for the cup is so great that any decision 
reached in any one case cannot be used as a precedent in 
any other which may arise. A great error in any of the 
"dimensions," whether through mistake or design, would 
vitiate the agreement — a small one should be governed by 
the circumstances attending it, and always on the liberal side. 

Although the variation between the stated and actual 
load water-line is so large as to be of great disadvantage to 
the defender of the cup, still, as Mr. Bell could only rely 
upon the statement of his designer, he cannot, in this partic- 
ular case, be held accountable for the remarkably inaccurate 
information received from him, and I therefore decide that 
the variation is not sufficient to disqualify him from starting 
the Thistle in the race agreed upon. 

Respectfully yours, George L. Schuyler. 

Mr. Schuyler's decision was broad enough to satisfy all con- 
cerned, except perhaps Mr. Watson, whom, it may be observed, 
it censured, and it being accepted promptly, the match went on, 
without any very great amount of hard feeling being engendered 
on either side. Indeed the Scotch challengers had much to recom- 
mend them as sportsmen, and it was best that the episode of 
Thistle's measurement should have been settled as it was. 

Challenger and defender met for their first race Tuesday 
Sept. 27th. The inside course was to be sailed over for the last 
time, it proved, in an international match. It was a bad course at 
best, and a source of hot anger and fierce discontent to British 
skippers. 

[ 122 ] 



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An enormous fleet of steamers, yachts and miscellaneous craft 
came down to the Narrows for the start, and made manoeuvring 
hazardous for the racers. The morning was dull and the wind 
light. When manoeuvring began between the two big yachts sup- 
porters of Volunteer were inclined to think they had underestimated 
the challenger's abilities, and therefore moderated their transports. 
Thistle slipped about in the light air with such ease she looked 
dangerous. 

The first signal gun was fired at 12.20, after a wait for wind, 
and the racers, each with mainsail, forestaysail, jib and jib-topsail 
set, played for the better position. Thistle was first to start, 
crossing at 12.33.06, on the port tack, close to the windward end 
of the line, the wind then being light from the south. Volunteer 
followed directly in her wake, on the same tack, and crossed at 
12.34.58%. She at once began to close the gap between herself 
and Thistle amid the cheers of her supporters, who found heart 
again. 

Thistle was being held close to the wind, but just before 
Volunteer reached her she took starboard tacks aboard and headed 
for the Bay Ridge shore. Volunteer kept the port tack. Thistle 
found soft wind and a head tide near the shore, and came back to 
port. At 12.47 Volunteer tacked to starboard, and crossed her 
bow. Here was work that cheered every American in the crowd 
of spectators. Volunteer soon increased her pace, under a stronger 
breeze, while Thistle, with sails hardly filled, moved lazily. Half 
an hour after the start Volunteer had a lead of about an eighth of 
a mile, and at buoy 13 she was half a mile ahead and to windward, 
and pointing higher than the cutter. At buoy 10, the wind having 
been light, but increasing after a lull. Volunteer was a mile ahead. 

From buoy 8^ to the light-vessel v/asa reach of about ten miles, 
which Volunteer made on the starboard tack, adding three min- 
utes to her lead from buoy 10. On the run home she met Thistle 
about a mile and a quarter from the light- vessel. At buoy 8% 
Volunteer broke out her spinnaker, and made the last stretch of 
the course in piping time, beating Thistle by 19 m. 23^ s., after 
allowing 5 s. The average force of the wind for the race was 
eight knots, it veering from south to west, and around to south- 
east. The official summary : 





Start 


Buoy 10 


Light-Vessel 


Finish 


Elapsed 
Time 


Corrected 
Time 


Volunteer 
Thistle 


H. M. s. 

• >a-34-58^ 
. 12.33.06 


H. M. s. 
2.21.03 
2.36.45 


H. M. S. 
3.42.12 
4.01. 15 


H. M. s. 
5.28.16'^ 

5-45-52M' 


H. M. S. 
4.53.18 
5.12.4614- 


H. M. S. 

4.53.18 
5.12.4134^ 



So disturbed were the owners of Thisde with the outcome of 
the race, that they caused the yacht's bottom to be swept that 
night, to determine whether or not any foreign substance was 
attached to it. 

[123] 



['««7] THE LAWSON HISTORY 

On Thursday, Sept. 29th, there was not enough wind for the 
yachts to start. The second race took place Sept. 30th. The 
wind was E. by N. The start was to windward from Scotland 
light- vessel. There was considerable sea on, with a twelve-knot 
breeze, and rain. Volunteer had the better of the start, for she 
secured a berth on Thistle's weather quarter. The boats began 
their twenty-mile beat to windward on the starboard tack, and 
for about five miles sailed bow to bow, making a beautiful race in 
the strong wind and heavy sea. Both carried working topsails. 
Friends of Thistle had hopes for her, but she could not point as 
high as her rival, and at the end of an hour and ten minutes sailing 
Volunteer tacked across her bows. 

The boats when near the Long Island shore split tacks. 
Volunteer then set her club-topsail. She was weathering the 
challenger rapidly, and she rounded the outer mark nearly fifteen 
minutes in the lead. It was a tremendous beating for the Scotch 
boat, in ' ' cutter weather. ' ' On rounding the mark Volunteer set 
her spinnaker with caution, and her balloon jib-topsail. 

On the run home Thistle, under a cloud of canvas fully as 
great as Volunteer's, made the distance to the light- vessel in 
about four minutes better time than Volunteer. The wind on the 
run had backed to east-southeast, then settled back to east, and was 
blowing fourteen knots. The boats made fast time, but Thistle 
was hopelessly beaten through Volunteer's great lead acquired in 
the windward work. The official summary : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Volunteer .... io.4o.5o|i( 2.26.40' 4.23.47 5.42.56^ 5.42.5614^ 

Thistle 10.40.21 2.41.00 4.35.12 S-54-Si S-S4-4S 

Volunteer allowed six seconds to Thistle, and won by 11 m. 
48^ s., corrected time. 

There was not the anticipated skirl of pipes for Thistle at the 
end of this race, and of the series. Her defeat was so decisive as 
to leave no comfort for her owners, except such as may be derived 
from the knowledge that it was in a fair contest, under conditions 
as favorable to one boat as to the other. Commodore Bell and 
Mr. Watson were given a reception at the New York Yacht Club 
house on October 11th, at which healths were drunk, and the 
event received a fitting benediction. 

On the return of Volunteer* to Massachusetts a reception was 
tendered Gen. Paine, Mr. Burgess and the yacht's crew, by the 

* Volunteer's active racing in the cup class ended ever, always a fast and able ship. In 1891 she was 
with her contest against Thistle. Unlike Puritan and lengthened, by the George Lawley & Son Corpora- 
Mayflower she was not employed as a trial vessel tion, at South Boston, and was rigged as a schooner, 
against her successor in cup defence, as she was but in 1894 she was re-rigged as a sloop. Her 
outbuilt and outclassed by the time the next series of present owner, Mr. J. Malcolm Forbes of Boston, 
cup races came off, in 1893. She remained, how- uses her for cruising. 

[124] 



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of THE AMERICA'S CVP C'^^t] 

city of Boston, in historic Faneuil Hall, on Oct. 7th. The 
reception committee consisted of fifty-two prominent citizens, 
headed by Hugh O'Brien, mayor. The hall was elaborately 
decorated. On the platform sat many well-known men, and in 
a seat of honor was Jesse Brown, a brother of Capt. "Dick" 
Brown, and one of the last survivors of the crew of the America 
in 1851. 

Speeches were made by Mayor O'Brien, to whom Gen. Paine 
and Mr. Burgess responded ; by Oliver Ames, governor of 
Massachusetts ; Frederick O. Prince, ex-mayor of Boston ; Dr. 
William Everett, Rev. E. A. Horton, Gen. Nathaniel P. Banks, 
Charles Levi Woodbury and others, and an original poem was 
read by Rev. Minot J. Savage. Letters from a number of promi- 
nent men were read, among them one from Dr. Oliver Wendell 
Holmes, expressing regret over inability to be present, and conclud- 
ing : "I own that the general is the only commander I ever heard 
of who made himself illustrious by running away from all his 
competitors." 

Prior to this meeting the thanks of the city of Boston were 
extended to Messrs. Paine and Burgess by both branches of the 
city government, " for their victories over their English and Scotch 
competitors." 

These resolutions of thanks, with a report of the reception, 
together with a brief history of the America's cup, were subse- 
quently embodied in a volume issued at the expense of the city, 
entitled "Testimonial to Charles J. Paine and Edward Burgess 
from the City of Boston, for Their Successful Defence of the 
America's Cup." 

Thistle * sailed for home on October 14th. Galatea, which had 
been in our waters about fourteen months, preceded her by three 
days. Their departure marked the end of an active American 
season t afloat, and was followed by some interesting, and not 
entirely pleasant incidents ashore. 



* Mr. Watson thus explained the failure of invited a challenge from America, proposing to 

Thistle in the cup races : " Her surface was so cut put up the 1851 Queen's cup of the Royal Yacht 

down that sufficient lateral plane was not left to Squadron, which the original Arrow had won, as a 

hold her to windward, and although she sailed the challenge cup for American yachts against Arrow, 

water as fast as the American champion Volunteer, under these conditions : The challenging yacht to 

she drifted bodily to leeward." be a cutter or sloop; the best out of three races 

f The record of international yachting events in over the Queen's cup course at Cowes to determine 

1887 would not be complete without reference to the contest; six months' notice to be given. In 

an affair that might have led to some interesting the fall of 1886 Gen. Paine had cabled a challenge 

racing had it been carried out. IVIr. Tankerville for Mayflower, and preparations were made to send 

Chamberlayne, owner of the old English cutter the boat abroad to race in the season of 1887. Mr. 

Arrow, (which started against the America in the Chamberlayne specified that the races be sailed over 

regatta of August 22d, 1851, but went ashore,) what was substantially the Queen's cup course, in 

believed his vessel, which had been rebuilt and en- parts of which Mayflower could not have proceeded 

Urged, equal to the best modern American boat, with her board down. Later, in April, 1887, Mr. 

In October, 1885, he had expressed this view Chamberlayne objected to Mayflower's " unrestricted 

through the columns of the London Field, and centre-board," stipulating that it be fixed permanently 

[125] 



[•««7] THE LAWSON HISTORY 

After the cup races notice of another challenge was made 
public. It was from Charles Sweet, owner of the cutter Clara, a 
business man with interests in Scotland, a resident of New York 
city, and a member of both the New York Yacht Club and the 
Royal Clyde Yacht Club. The notice was written at the Univer- 
sity Club, as soon as the Royal Clyde party landed from the Mohi- 
can after the last race. It was as follows : 

New York, September 30th, 1887. 
John H. Bird, Es(^. : 

Dear Sir : — I beg to inform you, as representing the New 
York Yacht Club, that it is my intention to challenge for the 
America's Cup, and that the formal challenge with the docu- 
ments and particulars required by the deed of gift will be 
forwarded as soon as possible. The yacht will be owned by 
myself and another yachtsman. 

As the position of a challenger may be considered antago- 
nistic to the club holding the cup, I think it right to tender 
my resignation as a member of the New York Yacht Club. 
I do so with much regret, as all my relations with the club 
have been of a most pleasant nature. 

I am, very truly, Charles Sweet. 

On receipt of this notice, which was delivered by messenger, 
the evening it was written, the New York Yacht Club made im- 
mediate plans to change the deed of gift. A meeting Avas arranged 
for the following Monday, Oct. 3d, and at that meeting, though 
properly called for another purpose, a committee was appointed to 
prepare a new deed. The deed was forthwith drawn, signed and 
sealed, and was presented to the club at a meeting held Oct. 27th. 
No vote was taken by the club on its acceptance, as the ruling 
was made, on the point being raised, that the committee had full 
power to bind the club. The fact that no general vote was taken 
gave rise subsequently to a question as to whether or not the club 
legally adopted the instrument. 

At the same meeting the club voted not to accept Mr. Sweet's 
resignation, holding that his position as a challenger for the cup 
' ' did not unfit him for membership in the club holding it ; " and 
also voted not to accept Mr. Sweet's challenge, as it was "for 
a boat not yet built, and not in accordance with the [new] deed 
of gift," a copy of which was ordered sent to the Royal Clyde 
Yacht Club, with notice of the New York Yacht Club's action on 
Mr. Sweet's challenge. This was done on Nov. 3d. 

at a depth equal to Arrow's extreme draft, about four- his invitation for a challenge that all American 

teen feet. As Mayflower's natural draft with full sloops of that period had centre-boards, his subse- 

board was much greater, this claim was considered quent reservation left an unpleasant impression in the 

inadmissible, and the negotiations fell through. As minds of American yachtsmen. 
Mr. Chamberlayne must have known when issuing 

[126] 



of THE AMERICA'S CVP 



[1887] 



In the meantime the Royal Clyde Yacht Club had addressed 
to the New York Yacht Club, under date of Oct. 29th, a formal 
challenge in behalf of Mr. Sweet, "to sail a match for the Amer- 
ica's cup next season, with a cutter sixty-nine to seventy feet on 
the water-line." The notice concluded : " Mr. Sweet, as you are 
aware, is at present residing in New York, and will attend person- 
ally to further formalities of the challenge." 

On learning of the New York Yacht Club's action of Oct. 27th, 
the Royal Clyde Yacht Club withdrew its challenge, in the follow- 
ing communication : 

John H. Bird, EsqR. : 

Secretary, J\eiv York Yacht Club. 
Dear Sir : — I have to acknowledge receipt of your letter of 
the 3rd inst., embodying the resolution of your club at their 
meeting of the 27th ult., and inclosing a copy of the new 
deed of gift relating to the America's cup, for which I thank 
you. 

I am instructed to state that Mr. Sweet's notice of challenge 
is now, with the concurrence of our committee, formally with- 
drawn. With much respect, I remain, truly yours, 

William York, Secretary. 
Glasgow, Scotland, 151 Hope Street, 
November 16th, 1887. 

This ended the Sweet episode, which was quickly over- 
shadowed by more serious matters, for yachtsmen in general 
refused to accept the new deed of gift. 




[ 127] 




[X887-I893] THE LAWSON HISTORY 



THE TRUST DEED IS ALTERED, AND 
CONCESSIONS ARE EXACTED BY 
DUNRAVEN: 1887-1893. CHAPTER X. 

^ERE international yacht-racing not an important 
branch of a noble sport, it could hardly have sur- 
vived the period in its history beginning with the 
changes made in 1887 in the deed of gift under 
which the New York Yacht Club held the Amer- 
ica's cup as trustee, and ending with the expulsion 
from honorary membership in the club of Lord 
Dunraven, in February, 1896. 

This period began on Oct. 3d, 1887, when 
the New York Yacht Club voted to appoint a committee of five 
"to confer with George L. Schuyler on the subject of amending 
the deed of gift of the America's cup, and with full power and 
authority to execute in behalf of the club any and all papers and 
instruments necessary to effect any changes in such deed of gift 
and the acceptance thereof which may be mutually agreed upon 
between them and Mr. Schuyler." 

The committee appointed consisted of Ex-Commodore James 
D. Smith, Philip Schuyler, Gouverneur Kortright, Latham A. 
Fish, and Gen. Charles J. Paine, with Commodore Elbridge T. 
Gerry acting ex officio. 

These men were of such standing and character as to preclude 
any imputation of desire on their part to amend the deed to secure 
unfair advantages to their club, yet the language of the resolution 
by which they were given their authority to act unfortunately 
laid the club open to the charge of assuming powers not vested in 
trustees by common law or by custom, in proposing changes in an 
instrument defining the conditions of their trust. 

The deed drawn by the committee was the first document 
conveying the cup to be couched in full legal form. The cup was 
formally returned by the yacht club to Mr. Schuyler, and under 
date of October 24th, 1887, it was conveyed by him to the club 
under the new deed, the text of which is given in full in the 
appendix of this book. 

The most vital change from the two former deeds was in the 
arrangement, intent and effect of the mutual agreement clause. 
In the old deeds the clause providing for mutual agreement on all 
terms was the initial basis of a match ; in the new deed it could 
not be, for the prime condition as laid down in the document was 
that first, " the challenging club shall give ten months' notice [of 

[128] 



^THE AMERICA'S CVP l^^^7-^^3l 

challen^^e] in writing," and "accompanying the ten months' notice 
there must be sent the names of the owner, and a certificate of the 
name, rig and the following dimensions of the challenging vessel, 
namely : Length on load water-line, beam at load water-line, and 
extreme beam, and draught of water, which dimensions shall not 
be exceeded ; and a custom-house registry of the vessel must be 
sent as soon as possible." After the challenger had complied 
with this essential requirement, it was provided that he could 
make, by mutual agreement, certain arrangements as to dates, 
courses, etc., for the races ; but the provisions for these arrange- 
ments could in no way affect the initial basis of the negotiations, 
namely, the sending of precise information about the challenging 
vessel ten months before the match. 

In addition to the important change noted, the new deed con- 
tained provisions that centre-board or sliding keel vessels should 
always be allowed to compete for the cup without restrictions ; 
that in the event of failure to agree on the number of races three 
should be sailed ; that time allowances should be abandoned ; that 
all races should be over ocean courses free from headlands, practi- 
cable in all parts for vessels of twenty-two feet draft. 

As both the letter and the spirit of the deed were departed 
from before any match could be obtained under it, and as in prac- 
tice it has been interpreted in such ways as to allow its original 
aims and conditions to become almost lost to view, it is proper to 
examme, so far as may be, into the causes and motives that led to 
its preparation. 

First of all there was unquestionably a desire on the part of the 
committee to exact terms from a challenger which would make pos- 
sible the leisurely building of a defending yacht from dimensions 
suggested by those of the challenging yacht. Volunteer was built 
in a hurry, and this circumstance was not forgotten. 

The clause providing that centre-board vessels should always 
be permitted to challenge for the cup was also framed with an eye 
to the interests of the makers of the deed. The committee held 
the centre-board type to be superior to keel vessels, and it believed, 
in view of the Arrow incident, which had left a strong impression 
on the mind of at least one of its members, that no English club 
would willingly permit a centre-board yacht to sail for the cup in 
the event of the trophy going to England. It therefore determined 
to secure for itself the right to challenge with such a vessel if the 
need ever arose, by imposing in advance terms more satisfactory 
than English yachtsmen were expected to grant ; and no secret 
was made of its purpose. 

It appears the committee, while having always in mind the 
interests of the New York Yacht Club as defender of the cup, 
never lost sight of the club's welfare should it ever find itself in 
9 [ 129 ] 



[1887X893] THE LAWSON HISTORY 

the position of a challenger for the cup. The clause providing for 
the abandonment of the notoriously unfair and unfit inside course 
of the New York Yacht Club, and the sailing of all races on ocean 
courses free from headlands, with a mean depth of twenty-two 
feet, was excellent on its face, and had the additional merit, from 
the committee's viewpoint, of obviating racing in the Clyde, with 
its high headlands, or The Solent, with its sands and bars, in the 
event of the cup going abroad, and a deep-draft centre-board boat 
being sent after it. 

However well-intentioned the members of the committee may 
have been in making these changes, they not only put them- 
selves in the position of trustees adding conditions to a deed of 
trust, which in this case would enable them to better hold the 
cup, but they embodied in the instrument, it will be seen, con- 
ditions which aimed to make it obligatory on future winners of 
the cup to accept a challenge from the club on terms of its own 
making. 

At this time, when the centre-board type of vessel has ceased to 
influence cup racing, the action of the New York Yacht Club in 
" putting an anchor to windward " for that type of vessel appears 
less important than it must have seemed to the club in 1887, and 
the statement, sometimes heard, that " the deed was drawn for 
the protection of challengers," has, until weighed, a suggestion of 
disingenuousness. Under the terms of the deed a challenger has 
the right, if he cares to consider it as such, of holding to all its 
conditions. On the other hand it now appears that any kind of 
arrangement can be made by ' ' agreement ' ' at the pleasure of the 
club holding the cup, if the challenger does not care to sail under 
the full terms of the deed, which all challengers have shown a de- 
cided aversion to doing. 

That the deed proved unsatisfactory was unfortunate, as it 
seemed likely the changes in it were to be final, so far as its form 
was concerned, for with the demise of Mr. Schuyler, none of the 
original donors would be left.* 

No instrument set up in the world of sport has ever received 
more general condemnation than this deed of gift. It has been 
assailed right and left, at home and abroad. English yachtsmen 
from the first argued that the Americans were hedging the cup 
about with so many conditions that no man could win it. They 

* George L. Schuyler died, from heart trouble, the business of steam navigation in Long Island 

on board Commodore Elbridge T. Gerry's yacht Sound, and in the vicinity of New York, Mr. 

Electra, in New London Harbor, on the night of Schuyler devoted much time to the pleasures of 

July 31st, 1890. He was a grandson of Gen. outdoor life, and to literary research, writing some 

Philip Schuyler, of Revolutionary fame, was born at valuable works on the campaigns in the Revolution 

Rhinebeck, on the Hudson, June 9th, 181 1, and in which his grandfather had a part. His interest in 

was a graduate of Columbia College. He was yachting was unflagging, while his experience cov- 

twice married, both his wives being granddaughters ered the history of the sport in America from its 

of Alexander Hamilton. Although interested in inception. 

[130] 



^THE AMERICA'S CVP C'^^^-is^i 

complained that the dimensions demanded with a challenge gave 
the challenged parties an idea of the challenging boat sufficiently 
definite to aid them materially in building a defender, and 
that ten months' notice was unreasonable. 

The London Field, which represented extreme British opinion 
in matters pertaining to international yachting, imputed bad faith 
to the New York Yacht Club in changing the deed of gift, and it 
appears to have reflected the sentiment of many prominent English 
yachtsmen. The following comment was made by the Field, 
editorially, on the New York Yacht Club's contention that any club 
winning the cup should hold it subject to the full terms of the 
deed : 

' ' To prevent any other club tinkering the conditions in a sim- 
ilar way, the club which may win the cup will have to covenant 
that the present unsportsmanlike conditions shall not be altered. 
Copies of the conditions have been sent to British and foreign 
yacht clubs, with a letter to the secretary very similar to the one 
issued thirty years ago. The letter, after recommending enthusiasm 
on the part of the contestants, winds up with the declaration that 
any races for the cup will be conducted on strictly fair terms by 
the New York Yacht Club ; but if the club is to be the sole judge 
of ' fair terms,' we do not think they will inspire enthusiasm." 

Forest and Stream, probably the most conservative and fair- 
minded American journal treating the subject of yachting, and 
reflecting the best American sentiment in yachting matters, called 
the deed ' ' An Act to Prevent Yacht Racing, ' ' and said of it : 

" The charges were made against the club, and we still be- 
lieve correctly, that in assuming the ownership of the America's 
cup and making new conditions to govern contests for it, the 
club acted illegally and unfairly, having no right to establish any 
conditions of its own, and having gone further in establishing very 
unfair ones. . . . The whole future of international racing was, 
and still is, in our opinion, centered in the question whether the 
America's cup as a perpetual challenge trophy for international 
competition is the common property of all existing yacht clubs, 
to be raced for on fair terms, or whether it is in effect the pri- 
vate property of the New York Yacht Club, the privilege of com- 
peting for it being accorded foreign clubs as a favor and not as 
a right." 

This view has found frequent and forcible repetition since 
originally expressed by Forest and Stream. 

So strong was the pressure exerted on the New York Yacht 
Club during the first assaults on the deed of gift, that after six 
months of deliberation the club placed itself on record as modify- 
ing the deed, by the following resolution, adopted in May, 1888, 
in response to an inquiry made by William York, secretary of the 

[131] 



[xs87-,893] THE LAWSON HISTORY 

Royal London Yacht Club, asking for an interpretation of the 
terms of the deed : 

Whereas, the secretary of this club has received letters 
dated November 26th, 1887, from the Royal London Yacht 
Club, and from the Yacht Racing Association, representing 
the principal yacht clubs of Europe, and dated February 
22d, 1888, regretting that the terms of the new deed of gift 
of the America's cup, presented by Mr. George L. Schuyler, 
and dated October 24th, 1887, are such that foreign vessels 
are unable to challenge, and 

Whereas, in this deed of gift, by which the cup is now 
held by this club, any mutual agreement may be made be- 
tween the challenged and the challenging party ; therefore 
be it 

Resolved : That the terms under which the races between 
the Genesta and Puritan, Galatea and Mayflower, and Thistle 
and Volunteer were sailed are considered satisfactory to this 
club, and a challenge under these terms would be accepted ; 
but with the positive understanding that if the cup is won 
by the club challenging, it shall be held under, and subject 
to the full terms of the new deed dated October 24th, 1887, 
inasmuch as this club believes it to be in the interest of all 
parties, and the terms of which are distinct, fair, and 
sportsmanlike. 

After this nothing of importance transpired in cup matters 
until the following spring, when a challenge, dated March 19th, 
1889, was received from Mr. Richard Grant, secretary of the 
Royal Yacht Squadron, on behalf of the Earl of Dunraven. His 
vessel was called Valkyrie (afterward known as the ' ' first ' ' or 
" old " Valkyrie), and was a seventy-footer, her dimensions, as 
given in the challenge, being : 85 feet overall, 15.9 feet beam ; 
11.6 feet deep. She was built by J. C. Fay 8s: Company of South- 
ampton, from designs by George L. Watson. 

Lord Dunraven's challenge was accepted April 11th, and a 
special committee of seven was appointed to arrange details for 
the match, with instructions to insist that the cup, if won by the 
challenger, should be held subject to the terms of the deed of 
gift. Lord Dunraven and the Royal Yacht Squadron were noti- 
fied of the appointment of the committee, which consisted of James 
D. Smith, chairman ; Rutherford Stuyvesant, J. R. Busk, Wil- 
liam Krebs, J. Frederick Tams, Philip Schuyler, Gouverneur 
Kortright ; Commodore Elb ridge T. Gerry, Vice Commodore 
Latham A. Fish, and Rear Commodore Archibald Rogers ex officio. 

Lord Dunraven entered into active correspondence with the 
committee, asking for five races, and other concessions. The 

[132] 



BOSTON'S THREE CUP DEFENDERS IN 
SCHOONER RIG 



PURITAN 



MAYFLOWER 



VOLUNTEER 



From photographs by N. L. Stebbins. 



' vf r\ ' f -J / 



,■1.'^ . '■- .v^l ' 



ETKVJF^rjWW 




X. 






of THE AMERICA'S CVP ir^^r-r^,] 

Royal Yacht Squadron would have nothing to do with the deed 
of gift, however, and on June 27th, 1889, a special committee 
of the squadron, consisting of Messes Charles Baring, John Mul- 
hoUand, and Allen Young, announced by letter with much regret 
that, 

' ' We are unable to confirm the challenge with the condition 
attached that if the cup is won by the club challenging, it shall be 
held under and subject to the full terms of the new deed, the 
acceptance of which we consider would preclude the renewal of 
that friendly competition which it is so desirable to encourage and 
maintain, and for which the cup appears to have been originally 
conveyed to the New York Yacht Club. 

' ' We would not undertake the responsibility of entering into 
such a covenant, which would make the terms of the new deed of 
gift binding on any future challenger. 

" We would further point out that the effect of accepting the 
conditions of the New York Yacht Club would be to compel the 
Royal Yacht Squadron to insist upon receiving, should it be 
successful in winning the cup, more favorable terms from a 
challenger than those under which it challenged." 

In reply to the Royal Yacht Squadron's letter, which left a 
sting, the club through Chairman Smith of the cup committee, on 
July 16th, 1889, expressed regret that the Royal Yacht Squadron 
could not confirm Lord Dunraven's challenge, and called attention 
to the " mutual consent " clause, as follows : 

" To correct the misapprehension which appears to exist in 
the minds of your committee, and to prevent, if possible, the 
recurrence of the same, the committee, of which I am chairman, 
feel called upon to refer to the last paragraph of your communica- 
tion, and to point out to you that the new deed of gift, to the terms 
of which you object, expressly provides that ' the club challeng- 
ing for the cup, and the club holding the same, may, by mutual 
consent, make any agreement, satisfactory to both, and also any 
and all other conditions of the match,' etc., etc., so that in the 
event of the Royal Yacht Squadron being successful in winning 
the cup, it would not be compelled to insist upon receiving more 
favorable terms from the challenger than those under which it 
challenged." 

The club added that " if opportunity were given " other objec- 
tions in the deed " would be found susceptible of easy explanation," 
thus gently intimating that the Royal Yacht Squadron had 
failed to interpret properly the language of the deed of gift. Here 
the episode ended, for the time being. 

Lord Dunraven reverted to the subject the next year, in a 
letter to Mr. J. R. Busk of the New York Yacht Club, setting 
forth his objections to the deed, which were as follows : 

[133] 



[.887-i8„] THE LAWSON HISTORY 

Lord Dunraven and a committee appointed by the New York 
Yacht Club, to conduct negotiations and arrange all the 
details, viz. : 

Conditions agreed upon between Lord Dunraven and a 
committee of the New York Yacht Club, and contained in 
Lord Dunraven' s letters of September 16th to Mr. Oddie 
and of November 7th to General Paine : 

First : Length of load water-line of the challenging ves- 
sel to be the only dimension required, this is to be sent with 
the challenge, and the Custom House register to follow as 
soon as possible. 

Second : Any excess over estimated length of load water- 
line in challenging vessel to count double in calculating time 
allowance, but the challenging vessel not to exceed, in any 
case, such estimated length by more than two per centum ; 
the yacht that sails against the challenging vessel not to 
exceed the estimated length of the load water-line of the 
challenging vessel more than two per centum, and any excess 
of length beyond the estimated length of challenging vessel, 
in load water-line, to count double in calculating time allow- 
ance, provided that no yacht of specific rig existing, or under 
construction October 20, 1892, and available for use by the 
New York Yacht Club in defending the cup, be barred or 
penalized beyond taking or giving ordinary time allowance, 
according to the New York Yacht Club rules. 

Third : It is to be understood and agreed that, should 
the cup come into the custody of the British Yacht Club, it 
shall be held subject to challenge under precisely similar 
terms as those contained in this challenge, provided always 
that such club shall not refuse any challenge according to the 
conditions laid down in the deed of 1887. 

I, therefore, in behalf of the Royal Yacht Squadron, and 
in the name of Lord Dunraven, a member of the squadron, 
challenge to sail a series of matches with the yacht Valkyrie 
against any one yacht or vessel constructed in the United 
States for the cup, and would suggest that the match be 
sailed in August or September, 1893. Lord Dunraven would 
be glad if the precise dates can be left open for the time, but 
if your committee so desire, he will name the exact date on 
hearing from them. The following are the particulars of the 
challenging vessel : 

Owner, Lord Dunraven ; name, Valkyrie ; length, load 
water-line, 85 feet. 

Custom House measurement will follow as soon as the 
vessel can be measured for registration. 

Richard Grant. 
[136] 



VALKYRIE II. 

Eighth challenger (i8g^) for the America's cup. From a pen drawing 
by W. G. Wood, after photographs . 



<9/THE AMERICA'S CVP [^^sy-.s,^] 

As the results of the correspondence which preceded this 
challenge are embodied in the challenge itself, the letters need 
not be given here. The New York Yacht Club accepted the 
challenge on December 13th, voting that the match should begin 
ten months from December 5th, the day the challenge was received, 
"the date of the match to be subject to alteration for mutual 
convenience and by mutual consent." It was arranged that there 
should be five races, if necessary. 

American yacht designing never had a greater revival than 
that which followed the acceptance of the second Dunraven chal- 
lenge. Great progress had been made since the days of Volun- 
teer, which was already far outclassed in theory, if not in actual 
boats. A new type had come in, of which the keel fortysix-footer 
Gloriana, built in 1891, and owned by E. D. Morgan, was the shin- 
ing exponent in this country; a type of "rating cheaters," nar- 
rower and deeper than our old-time sloops, with overall length in 
great disparity to their load water-line, a condition much to be 
desired under the system of measurement whose basis is load 
water-line and sail area only. Any kind of boat can be built under 
this system, and the longer body obtained on a short water-line 
the better. Gloriana was 45 feet 3 inches on the water-line, and 
70 feet overall. In her first season she took eight first prizes out 
of eight starts. Her distinctive features were her small area of 
midship section in ratio to breadth and draft, and her large area of 
water-line plane. 

While Gloriana was a distinctive boat, she was a direct prod- 
uct of the lessons taught American yachtsmen by two English 
racers, which had things almost as much their own way in our 
waters as did Madge. These were the cutter Clara, designed 
and built by William Fife, Jr., of Fairlie, and Minerva, from 
the same designer's board. Clara was imported in 1885, with 
John Barr as her skipper, and became the leader of our fiftythree-foot 
class. Minerva came over in 1889, in command of Capt. Charles 
Barr, afterward our foremost racing skipper, and led our forty- 
footers in that season. It was due chiefly to her work here that 
the need of a new type was seen by American designers, and from 
her sprang Gloriana, as distinctive among American boats as 
the America or Puritan, and the first of the modern racing 
machines which reached their height of development, along their 
original lines, in Columbia. 

When the question of building a cup defender came forward 
yachtsmen naturally looked for a designer worthy of the highest 
accomplishment of which the country was capable. The star of 
Burgess* had set, but in its place had risen that of Nathaniel G. 

* Edward Burgess was a son of Benjamin F. in Sandwich, Cape Cod, Massachusetts, June 30th, 
Burgess, a sugar importer of Boston. He was born 1848, and on his graduation from Harvard College, 

[ 137] 



[I887-X893] THE LAWSON HISTORY 



HerreshofF*, of Bristol, R. L, designer of the fortysix-footers Glori- 
ana and Wasp, t and other racers with good records. To Herre- 
shofF, therefore, the New York yachtsmen went with orders for 
two cup-defence vessels, and he produced Vigilant, centre-board, 
and Colonia, a keel boat, although building at that time Navahoe, 
his first large yacht. |; 

Boston, though its great designer was gone, entered the field 
valiantly, and produced two boats of radical style, Jubilee and Pil- 



in 1 871, took up the profession of a naturalist. 
For a year after his graduation he was an instructor 
in entomology at the Bussey Institute, connected 
with Harvard College. He resigned this position to 
become secretary of the Boston Society of Natural 
History, which position he held for fifteen years. In 
1877 he married, Mrs. Burgess being a member of 
the Sullivant family of Virginia and Ohio. Two 
children were born to them. While devoting him- 
self assiduously to the pursuits of a naturalist, and 
establishing himself as an authority in entomology, 
Edward Burgess nevertheless possessed a strong love 
for the sea, the result of early associations, which he 
indulged freely, dividing his time between his work 
as a naturalist and the pleasures of a yachtsman on 
the Massachusetts coast. 

The summer of 1883 Mr. Burgess spent in 
England with his family, having a house at the Isle 
of wight. His love of yachting had led him into 
the study of yacht designing as an amateur, and his 
residence in England presented an opportunity for 
close observation of the type of cutter yacht then 
used in and near The Solent, in which he became 
deeply interested. This season had an important 
influence on Mr. Burgess' life. On his return to 
the United States he found himself obliged to 
engage in business, his father having met financial 
reverses, and in 1884, with his brother Sidney, 
he established himself in Boston as a designer of 
yachts. The effect of his study of English vessels 
showed strongly in his work, several of his earliest 
designs being of the cutter type, and proving highly 
successful. With his advent as a designer, Massa- 
chusetts yachting entered a new era. Mr. Bur- 
gess was a practical racing man as well as a clever 
designer, and his vessels met with uniform success, 
while the Eastern Yacht Club, of which he was an 
active member, and secretary, enjoyed through his 
achievements a golden period of success and popu- 
larity. At the conclusion of the America's cup 
races of 1887, Mr. Burgess having designed three 
successful cup defenders which were enrolled in this 
club, a subscription fund of ^11,500 was presented 
him by members of the club and other New Eng- 
land yachtsmen. Another fund of ^10,172 was 
presented him at this time by members of the New 
York Yacht Club, for which his vessels had 
defended the cup. He was also presented with vari- 
ous loving cups and other marks of appreciation by 
yachtsmen. In 1889 Harvard College conferred 
on him the unique honor of the A. M. degree for 
excellence in ship designing. 

Success brought not only honors and emolu- 
ments to Mr. Burgess, but an inevitable increase of 
labor, to which his strength, unhappily, was not 
equal. As a result of overwork his system fell 



[138] 



easily under the influence of an attack of typhoid, 
from which he died, at his home in Boston, July 
1 2th, 1 89 1, at the age of 42. After his death a 
popular fund of ^30,000 was raised in Boston and 
presented to his family. 

Mr. Burgess, in seven years of active work as a 
designer, produced the lines of 137 vessels, of 
which there were 38 cutters, 35 steam yachts, 29 
catboats, 17 sloops, II fishing-vessels, 3 pilot-boats, 
3 working-vessels, and i yawl. His profession 
as a designer is followed by W. Starling Burgess, a 
son. His designing business was continued by Stew- 
art & Binney, and is now carried on by Arthur Bin- 
ney, in Boston. 

* Nathaniel Greene HerreshofF is a descendant 
of Frederick HerreshofF, a Prussian engineer who 
settled in Rhode Island in 1790, marrying Sarah 
Brown, daughter of John Brown, the leading ship- 
builder in that state. Among their children was 
Frederick, born in 1808, and to him were born 
nine children, of whom Nathaniel was the fifth, 
born in 1848, near Bristol. Given a technical edu- 
cation at the Massachusetts Institute of Technology, 
in Boston, Nathaniel G. HerreshofF began his ca- 
reer as a mechanical engineer at the Corliss Engine 
Works in Providence. From youth he had a 
fondness for the water, and he left the engine works 
at Providence to join his brother, John B., in the 
business of building launches and small steamers at 
Bristol. This led to the formation of the Herre- 
shofF Manufacturing Company. Though blind 
from youth, John B. HerreshofF was an inventor of 
engines and boilers of great merit, and on these the 
foundation of the firm's development was laid. 
Their first success with yachts was in the early 70's, 
when they brought out a number of small cats, 
catamarans and sloops, among which was the sloop 
Shadow, built in 1872, which was long a champion 
in her class, and was the only American boat to 
defeat the Scotch cutter Madge in her first season in 
American waters, 188 1. The subsequent develop- 
ment of the HerreshofF Manufacturing Company 
as yacht-builders may easily be traced through the 
history of the America's cup. 

f Wasp, launched in February, 1892, was as 
great an improvement over Gloriana as the latter 
was over her class in 1 891. Wasp's dimensions 
were : Length overall 72 feet ; length on water-line 
46.6 feet; beam 13 feet; draft 10.8 feet. She 
was of composite build, as was also Gloriana. 

J Navahoe was built as a cutter for Royal 
Phelps Carroll, Esqr. , who raced her in England in 
1893, winning back the Brenton Reef cup. Her 
dimensions were : Length overall 123 feet ; load 
water-line 84 feet ; beam 23 feet ; draft 12.60 feet. 
She was converted to a yawl in 1 90 1. 



VIGILANT 

Defender of the America' s cup, iSgj, against Valkyrie II. From a pen 
drawing by W. G. Wood, after photographs. | 




W ,fi W O o E» 
1902, 




of THE AMERICA'S CVP ['«87-8„] 

grim. Both were fin keels, a type that had been tried in smaller 
boats, but was as yet an unknown quantity in so large a craft as a 
ninety-footer. 

Vigilant was built for a syndicate consisting of C. Oliver Ise- 
lin. Commodore E. D. Morgan, August Belmont, Oliver Belmont, 
Cornelius Vanderbilt, Charles R. Flint, Chester W, Chapin, 
George C. Clark, the estate of Henry Astor Carey, Dr. Barton 
Hopkins, and E. M. Fulton, Jr. She was a distinct innova- 
tion in various ways, and was so diiferent from the fuller-bodied 
Burgess yachts that she may best be described as the first cup- 
defence boat in which the hull was one distinct member and the 
keel, or fin, another, although this part of her was by no means 
so far developed as in boats that came later, where it amounted to 
a fixed centre-board, on a shoal hull, with a high centre of buoy- 
ancy and low centre of gravity. 

Vigilant's model embraced the long overhanging bow of Glori- 
ana, which a few years later was to become the "spoon" bow 
in its fullest development. Her under-water body was of Tobin 
bronze, a metal new in yacht-building, which from its smoothness, 
strength, and tendency not to foul, was an ideal metal for the pur- 
pose. Her top strakes were of steel. She had a bronze centre- 
board, sixteen feet long and ten feet deep, plated, with ribs between 
filled with cement to the weight of 7750 pounds, and operated 
from below decks by differential lifts capable of raising six tons. 
Her rudder was of bronze, and solid. Her principal dimensions 
were : Length overall 124 feet ; load water-line 86.19 feet ; beam 
26.25 feet ; draft 13.50 feet. She was built at the HerreshofF works, 
in Bristol, was launched June 14th, 1893, and was commanded by 
Capt. William Hansen, though sailed in her races by Nathaniel 
G. HerreshofF. 

Colonia was owned by a syndicate composed of Archibald Rogers, 
Frederick W. Vanderbilt, William K. Vanderbilt, F. Augustus 
Schermerhorn, J. Pierpont Morgan, and John E. Brooks. She was 
built of steel, and was a racing machine, pure and simple, as were 
all four boats constructed that year with an eye to cup defence. 
Her dimensions were : Length overall 124 feet ; on the water-line 
85 feet ; beam 24 feet ; draft 14 feet. In type she was an enlarged 
Wasp. She was the first strictly keel boat built for cup defence. 
She was commanded by Capt. " Hank " Half, formerly of Volunteer. 

Jubilee was owned by Gen. Charles J. Paine, and was built 
of steel, from designs by Gen. Paine and his son, John B, Paine, 
by George Lawley & Son, of South Boston. She was a " ballast- 
fin " boat. Through her fin, which was weighted with about forty 
tons of lead bolted along both sides at the bottom, a centre-board 
worked, while forward she had a small board for use when on the 
wind. Her dimensions were : Length overall 123 feet ; water- 

[ 139 X 



[I887-X893] THE LAWSON HISTORY 

line 84.47 feet; beam 22.50 feet; draft 13.75 feet. She was 
commanded by Capt. John Barr, the Scotch skipper who sailed 
Clara and the challenger Thistle, and was managed in her races 
by Gen. Paine. 

Pilgrim was also a steel boat, and was owned by a Boston syn- 
dicate with a considerable number of subscribers, of which the 
chief members were Bayard Thayer, William Amory Gardner 
and Gen. Chas. H. Taylor. She was from the designing board 
of Stewart & Binney, successors of Edward Burgess, and was 
managed by George Stewart of that firm. Charles Francis Adams 
2d, of Boston, an able Corinthian sailor, had charge of her in 
her races. Her sailing-master was Capt. Edward Sherlock. 
Her lines were those of a graceful canoe, with a deep steel 
fin added. She was in every way a low-power boat, being 
designed to carry a small sail plan and little ballast. She was 
built by the Pusey & Jones Shipbuilding Company, at Wilming- 
ton, and her fin was bolted to the hull at Erie Basin, Brooklyn. 
At the bottom was a cigar-shaped bulb, in which was run ten tons 
of lead. This was subsequently increased to sixteen tons. Her 
dimensions were : 124 feet overall ; 85.28 water-line ; 23 feet 
beam; 22.50 feet draft. Her sail area was 10,261 feet. 

The four candidates for the honor of defending the cup met 
for the first time on the New York Yacht Club cruise. Little 
definite was learned here of their relative speed, owing to a suc- 
cession of light, baffling winds, with fog, while on the first day of 
the cruise, Vigilant, when pitted against Colonia in a good breeze 
off" Glen Cove, in Long Island Sound, was disabled by carrying 
away her bowsprit and topmast, which accident put her out of the 
racing until repairs could be effected, taking several days. 

Widespread interest was felt in the trial races to determine 
which of the four vessels should be selected to defend the cup. A 
quarter of a million dollars would not cover the outlay for these 
four boats. New types were being tested, and designers were 
departing from the traditions of the past. 

When the day arrived for the first trial race, September 7th, 
all eyes, therefore, were turned toward Sandy Hook. There was 
a brisk wind and a smart sea that morning, promising a test of 
strength as well as of speed. The course was laid S. by E., fif- 
teen miles to windward for the first half, and to leeward returning. 
Unfortunately neither of the Boston boats was able to race, both 
being obliged to withdraw by accidents. Pilgrim carried away the 
jaws of her gaff" — a hollow iron contrivance much too light to stand 
the strain put on it — and was obliged to withdraw before the 
start. Jubilee was put out of the race by the breaking of a peak- 
halyard block. Her blocks were of aluminum, and were far too 
light. 

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of THE AMERICA'S CVP ['8^7:893] 

With the race between Colonia and Vigilant, the test was of 
vessels of different lines from the hands of the same designer. 
From the start the two boats seemed to foot equally well, though it 
was apparent Vigilant held up to the wind better than her keel 
opponent. To the outward mark Vigilant beat Colonia by 1 m. 
36 s. On the run home Colonia gained 1 m. 22 s., being beaten 
14 s. actual time, but as she received an allowance of 20 s., she 
won by 6 s. corrected time. A remeasurement of Vigilant having 
been made, it was found she allowed Colonia but 14 s. This 
made the race a dead heat. 

The summary : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

H. M. S, M, M. S. H. M. S. H. M. S. H, M. S, 

Vigilant "•4S-a7 *-03-3S 3-i9-°8 3-33-4I 3-33-4I 

Colonia 11.46.46 2.06.30 3.20.41 3-33-SS 3-33-3S 

The second trial was sailed September 9th, in a moderate sail- 
ing breeze from E. S. E. The course was a triangle, ten miles 
to a leg, the first leg to windward. The Boston boats had 
made repairs, and were at the line to start, Pilgrim with substantial 
jaws of wood on her gaff. The day was warm and dehghtful, 
and many excursion steamers were out with parties enthusiastic 
over the races. The wind held light all day, and the sea was 
smooth. The race was therefore a test of light- weather qualities 
only. The fin-keel boats developed less speed under such condi- 
tions than had been predicted for them by their advocates. Co- 
lonia on this occasion displayed a trait which was to disqualify 
her as a successful single-sticker. She sagged off to leeward 
badly, showing that her design was faulty for windward work. 
This defect was not unlike that of Thistle, though more pro- 
nounced, and was caused by too little depth, and consequently too 
small an area of lateral plane. Vigilant, on the other hand, 
showed herself able to hold up as well in light as in strong winds, 
and developed the greatest speed of the four, though slow in stays, 
owing to the flatness of her keel, and its sharp forward end.* The 
time of the races was not fast, as the following summary shows : 

Elapsed Corrected 

Start 1st Mark id Mark Finish Time Time 

h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. 

Vigilant 11.32.00 1.08.28 2.13.23 3.36.31 4.04.31 4.04.31 

(11.32.13t) 

Jubilee 11. 31. 51 1. 10.25 2.15.48 3.41.31 4.09.40 4.09.03 

Pilgrim 11.30.39 1.09.09 2.19.28 3.44.55 4.14. 16 4.12.40 

Colonia 11.30.54 1.10.50 2.20.33 3A^-°'i 4-'7°9 4-*6.55 

f Actual start. 

*An attempt was made In 1895 to overcome and in 1901 was raced by her owner, Percy Chubb, 

Vigilant's sluggishness in stays by rounding the for- Esqr. , of New York, off Newport in a yawl class, 

ward end of her keel, and putting twenty tons of against Navahoe and Ailsa, the latter designed by 

ballast outside that previously had been inside. It W. Fife, Jr., in 1895 as a cutter, (length overall 

was only partly successful. Her sail-plan was also 107 feet,) and imported to race here as a yawl, 
altered. She was subsequently rigged as a yawl, 

[141] 



[1887x893] THE LAWSON HISTORY 

Vigilant's actual starting time being 11.32.13, she lost the 
13 s. after 11.32, the time of the handicap gun. 

Vigilant's racing length was 96.48 feet, Colonia's 96.26, Jubi- 
lee's 95.48, and Pilgrim's 94.45. Vigilant therefore allowed 
Colonia 14 s., Jubilee 37 s., and Pilgrim 1 m. 36 s. She beat 
Colonia 12 m. 24 s., Jubilee 4 m. 38 s., and Pilgrim 8 m. 9 s., 
on corrected time. 

These figures are worthy of analysis, as they are the record of 
the only race in which these four boats sailed under even condi- 
tions. Had it not been for bad luck in a bout of jockeying in 
passing the first mark, it is probable Jubilee would have made a 
better showing, as she led to near the mark, and lost nearly three 
minutes in turning. 

The third and last trial race was sailed September 11th, The 
course was fifteen miles to windward from Scotland light-vessel, 
the wind strong from the east, with a lively sea on. The start 
was at 11,40, handicap at 11,42, Misfortune followed Jubilee, 
About two minutes before the start her gaff jumped clear of the 
mast, and sprung to one side, the port jaw being broken. Any 
sailor knows what an exasperating species of mishap this is. 
Gen, Paine was determined to sail the boat if he could keep her 
canvas aloft, and while still making repairs crossed the line, 
7 m, and 6 s. behind the handicap gun, and about 9 m. behind 
Vigilant and Colonia, which were threshing to windward by them- 
selves. Pilgrim had showed freakishness in steering, and at the 
starting line was over toward the New Jersey shore. She was 
brought to the line 6 m. 6 s, behind the handicap gun, and but 
one minute ahead of Jubilee. 

Jubilee sailed the entire race with the luff of her sail puckered, 
and her gaff sticking out past the mast like a bone from a broken 
wing. On the beat to the outer mark her jib-halyards gave way, 
and the sail came down on the run. This had not been long 
repaired when the forestaysail block gave out, though the sail did 
not come down. In spite of these accidents the boat made good 
time, and would without doubt have been very near the head of 
the fleet, if not actual winner of the race, had everything held 
aloft. The official summary of the race was as follows : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. 

Vigilant 11.40.17 2. 11. 50 3.46.43 4.06.26 4.06.26 

Colonia 11.40.33 2.19.08 3-S3S6 4-i3*3 4-i3-09 

Pilgrim 11.42.00 2.39.50 4-I9-4I 4-37-4I 4-36°5 

(1148.06*) (4-3I-35*) (4-29-S9*) 

Jubilee 11.42.00 2.25.41 4.04.28 4.22.28 4.21. 51 

(11.49.06*) (4.15.22*) (4.14.4s*) 
* Actual time. 

Vigilant allowed Colonia 14 s,. Pilgrim 1 m, 36 s, and Jubilee 
37 s. Vigilant's elapsed time to the first mark was 2 h, 31 m. 

[142] 



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of THE AMERICA'S CVP [r^^y-is^] 

33 s. ; Colonia's, 2 h. 38 m. 35 s. ; Jubilee's, 2 h. 36 m, 35 s. ; 
and Pilgrim's 2 h. 51 m. 44 s. It will be seen therefore that 
though disabled Jubilee was second best boat, in actual time, in 
the fifteen-mile beat, and was beaten only five minutes by the 
leader. The result of the race showed that Vigilant beat Colonia 
6 m. 43 s., Jubilee (actual) 8 m. 19 s., and Pilgrim (actual) 
29 m. 39 s. 

The race demonstrated that for cup defence Vigilant was with- 
out question the best boat. Colonia proved fast, but her unfor- 
tunate tendency to slide off to leeward was permanent. Pilgrim 
was fast on some points of sailing, but her canoe-shaped body, of 
small displacement, combined with her deep fin, which was 
too long, and was found to be flexible, so that it buckled when 
she was on the wind, left something to be desired in underbody 
form, and made her unreliable. She sailed well on a straight line, 
but owing to the length of her fin, she did not always mind her 
helm. Jubilee's gear aloft was too Ught. Properly rigged and 
tried, she would have developed greater speed. 

Vigilant was selected immediately after the third trial race to 
defend the cup. The other boats necessarily withdrew from 
racing. Colonia was subsequently altered in her underbody, 
rigged as a schooner, and renamed Corona. She made a fast and 
handsome schooner, and was flagship of Commodore L. Cass 
Ledyard of the New York Yacht Club in 1901-02. 

Jubilee was laid up after the trial races, at Lawley's Basin, 
South Boston, an object of speculation as to what she might have 
done with better luck. 

Pilgrim was converted into a steam yacht, her fin being 
removed and keel and skeg put on. She is now the property of 
L. G. Burnham, Esqr., of Boston. 

There was so much novelty about these four boats that sea- 
faring men everywhere discussed them. Their forward over- 
hangs were scoffed at by the old timers, who loved a trim clipper 
bow as dearly as an Englishman loved the straight stem of the 
cutter. To the novice they had something of the appearance of a 
person with a receding chin. There were dire prophesies at first 
about their weakness in windward work. It was argued that with 
so much of their body cut away forward, they would never hold on 
in a beat to windward ; and when Colonia showed weakness in this 
direction there was a chorus of " I told you so," and free predic- 
tions that a keel boat would never displace the time-honored 
centre-boarder. The fault with the Colonia however, was that 
Herreshoff did not go far enough with his deep keel. An 
interesting bit of gossip apropos, which is given here only for 
what it is worth, was that Colonia's draft was gauged by the 
depth of water in the slip at the Herreshoff works, as to launch 

[ 143] 



[Z887-.893] THE LAWSON HISTORY 

a deeper boat at that time would have necessitated dredging 
the slip. 

By the time Lord Dunraven's yacht arrived on this side there 
was plenty of faith displayed in Vigilant. She was as firmly fixed 
in the hearts of Americans as Volunteer, Mayflower or Puritan 
had ever been, though it cannot be said that the man who designed 
her was as popular as Burgess, nor her manager, Mr. C. OUver 
Iselin, as was Gen. Paine.* 

Valkyrie arrived September 22d. She was twenty-nine days 
eighteen hours in coming from Cowes, having experienced high 
winds and rough seas, and less than two weeks were left after 
her arrival before the date of the first race, scant time to test her 
racing rig and enable the boat to ' ' find herself. ' ' 

American yachtsmen believed they had in Valkyrie II. a boat 
worthy of the best we could put against her. Like Thistle, she 
was preceded by stories of victories on the other side that showed 
her to be "a demon in light airs and a very devil in a blow." As 
soon as she got into form on this side all could see that she was a 
fine powerful boat, with good lines, and a generally business-like 
air. Her forefoot was cut away even more than Vigilant's, and 
her underbody was more graceful, though her coppered bottom 
did not present the glassy smoothness of the defender's bronze 
plates. If there was any one point upon which Americans criti- 
cised the new-comer, aside from the fact that she was a keel boat, 
and thus open to criticism from adherents of the centre-board type, 
it was that she appeared heavier in hull and rig than the American 
boat, though smaller in beam, length and spars. 

Her draft was somewhat more than the Vigilant's, it being 
16.30 feet. Her length on the water-line was 86.80 feet, beam 
22.33 feet, her overall length 117.25, and racing length 93.11 ; f 
against an overall length of 124 feet and a water-line length of 
86.19 in Vigilant, a beam of 26.25 feet, racing length of 96.78, 
and draft of 13.5 feet. Valkyrie's sail area was 10,042 square 
feet, while that of Vigilant was 11,272. ' 

Valkyrie was of composite build, steel frame and wood plank- 
ing. She was designed by George L. Watson, ij: and was built 

* Neither Gen. Paine nor Mr. Iselin ever made f Dimensions of Valkyrie U., here given, are 

any personal claim to the public's good opinion, both from an article on "Evolution of the Modern 

being quite out of touch with the mass of people Racing Yacht" by George L. Watson, Valkyrie's 

interested in yacht-racing, and seeming to hold the designer, in the Badmington Library, 1894. 

value of popular approval lightly. Whatever popu- J George L. Watson was considered England's 

larity came to them through yacht-racing arose most efficient yacht designer. He was born in 

from the results achieved by vessels in their charge, Glasgow in 185 1, and was the son of a physician, 

rather than the personality of the men themselves. His boyhood was passed in an atmosphere of boats 

which in neither case was winning, so far as their and boat building. At the age of 16 he entered 

relations with the public were concerned. What the yard of R. Napier & Son on the Clyde, as a 

was true of them was true in greater measure of draftsman. Later he went to the yard of A. & J. 

Mr. Herreshoff, whose attitude from the beginning Inglis. He began designing at ao. His first 

of his successes was one of contempt for the public. boat to attract attention on this side of the water 

[ 144 ] 



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of THE AMERICA'S CVP i^^^-r^m 

by D. 8c W. Henderson & Company at Partick on the Clyde. 
She hailed from Glasgow, and her sole owner was Wyndham 
Thomas- Wyndham Quin, Earl of Dunraven and Mountearl, of 
Dunraven Castle, Brigend, Glamorganshire, Ireland. Her sailing- 
master was Capt. William Cranfield. 

After an active correspondence, covering a variety of points, 
an agreement was reached between Lord Dunraven and the New 
York Yacht Club as to conditions to govern the races, which were 
to be best three out of five, starting either from Scotland or Sandy 
Hook Ught- vessels, the course of the first third and fifth to be to 
windward or leeward, fifteen miles ; the second and fourth a tri- 
angle, the first leg to windward if possible ; all contests to be 
thirty nautical miles ; one day to intervene between races, the date 
set for the first being October 5th ; each yacht to have time to 
make repairs in case of accident before the preparatory gun ; the 
preparatory signal to be made at 11.15, and the start at 11.25, 
by means of " a signal gun," the regatta committee being given 
discretion to call races off on account of fog ; and manual power 
only to be used in working the vessels. 

The one-gun start — that is, the usual two minutes handicap 
not being figured, each boat's time being taken from gun-fire — 
was an innovation in that it had never been employed in the cup 
races except when the yachts were to start from anchor. Former 
challengers had asked for it but vainly. It is the only instance of 
the employment of the one-gun start in the cup races. The 
agreement covering this point was as follows : " The time of the 
yachts shall be reckoned from the starting signal, as though both 
crossed the line at that instant." The advantage of such a start 
is in superior seamanship, it affording a test of captains rather 
than of boats. 

When the yachts came to the line for their first trial, October 
5th, the challenger made a most favorable impression. Her 
sails set well, her low, straight hull responded quickly to a touch of 
her long tiller, she "stepped lively" in the light airs, and was 
much quicker in stays than Vigilant. The wind was northerly 
in the morning, and held in that quarter until about 1 o'clock, 
when it backed to W. S. W. The boats got away promptly 
at gun-fire. Vigilant crossing at 11.25.24, and Valkyrie at 
11.25,53. It was a spinnaker start, and the challenger provided 
a surprise by breaking out a sail of the most filmy lightness. It 
was thought at first to be silk, or Irish linen, but it proved to be 
made of unbleached muslin. The race was scarcely more than a 
drift to the outer mark. Vigilant became becalmed shortly after 
one o'clock, and Valkyrie catching the southerly breeze first, 

was Madge, whose record is mentioned elsewhere in steam yachts, attaining the highest standard in the 
this history. In 1885 Mr. Watson began designing world for this class of vessel. 

'° [ 145 ] 



[i887-,893] THE LAWSON HISTORY 

sailed into a long lead. The outer mark was rounded by Valkyrie 
at 3.37.20, and by Vigilant 26 m. 20 s. later, at 4.03.40. Had 
the wind not flattened to a calm, Valkyrie with this lead prob- 
ably would have come home a winner. The race, however, was 
called off, with Valkyrie ahead, but both boats lying with idle 
sails on a glassy sea. 

The first decisive race was sailed October 7th, it being as 
before over a thirty-mile course, but laid to leeward and windward. 
The wind at the start was moderate W. by N., later shifting 
to S. W., making a broad reach on the first leg, and a close 
lay home, over a rolling sea. 

The start was made with loftiest club-topsails on, and all light 
canvas ready for use. The boats went over promptly after gun- 
fire, with only five seconds between them, Valkyrie's time being 
11.25.25 and Vigilant's 11.25.30. Both broke out spinnakers as 
they crossed, and slipped easily off under a cloud of white cloth 
before the six-knot breeze. For half an hour hardly a biscuit-toss 
of space separated them, but as the wind changed Vigilant got it 
first, as Valkyrie had on the 5th, and drew away from her rival. 
Spinnakers came in with a change of wind, but balloon jib-topsails 
were used, and pulled nobly. At the outer mark Vigilant's lead 
was a full mile, she turning 8 m. 6 s. ahead of Valkyrie. 

The course home was W. by N., the wind southerly and 
westerly and freshening. Both yachts sailed about a point above 
the course. Vigilant heading a little the higher, but three miles 
from the light- vessel they eased sheets and came home in fine 
style, Vigilant an easy winner, though it must be said that her 
time for the race was affected by the fluke on the outward run, 
analysis showing that on the home leg Valkyrie made the faster 
time, by 30 s. The official summary : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Vigilant .... 11.25.00 i-SO-5o 3-3°-47 4-05-47 4-OS-47 

Valkyrie .... 11.25.00 1.58.56 3-38.23 4.13.23 4.11.35 

Vigilant allowed Valkyrie 1 m. 48 s., and won by 5 m. 48 s. 
corrected time. This race gave the American public a very good 
opinion of Vigilant, but yachting experts were led to believe 
Valkyrie an abler boat in light weather than the result of the 
race showed. 

The second race was sailed October 9th, in a fairly smooth sea 
and a strong breeze, varying from eight to ten knots at the start 
to nearly thirty at the finish, a " smoky sou'wester," an excellent 
wind off Sandy Hook. The course was triangular, thirty miles, 
from Sandy Hook light- vessel, the first leg being to windward, 
S. W. by S., the second E. ^ S., and the third N. N. W. yi 
W., the last two affording broad reaches. 

[ 146] 



^THE AMERICA'S CVP [1887-893] 

The wind was the sort the challenger was looking for, and a 
close race was expected, in view of Valkyrie's weatherly qualities. 
The American boat proved herself quite at home in a stiff blow, 
and beat the challenger by 10 m. 35 s. over the course, after 
giving 1 m. 48 s. 

At the first mark Vigilant led by 4 m. 45 s. and at the second 
mark by 8 m. 57 s. 

The race started with as fine a marine picture as Sandy Hook 
waters had ever set forth. The boats cut about the mark in 
lively fashion, scuppers under at times and throwing showers of 
spray from their bows. Valkyrie was remarkably well balanced 
and here showed her quickness in stays to excellent advantage, 
being splendidly handled by Captain Cranfield. Nat Herreshoff 
sailed Vigilant. The Yankee boat got the better of the start, 
going over at 11.25.19, on the starboard tack in the windward 
berth, Valkyrie following at 11.25.21. 

On the first leg of the race, as stiff a thresh to windward 
under club-topsails as cup racers need at any time, the challenger 
was badly outsailed. To Vigilant's four tacks for the mark, Val- 
kyrie took seven. In the two other legs Vigilant romped away 
from her opponent, though she was not pushed on the last leg, 
having sprung her bowsprit on the second. The velocity of the 
wind was estimated on the committee tug to have been ten knots 
at the start, fifteen knots at the first mark, twenty-two at the 
second, and twenty-nine at the finish. 

The spectators about the finish line expressed superlative joy 
when the winner came home. The summary : 

Elapsed Corrected 

Start 1st Mark zd Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Vigilant 11.25.00 1.06.35 ^-S^-SS 1.50.01 3.25.01 3.25.01 

Valkyrie 11.2500 I. II. 20 2.05.52 3.02.24 3.37.24 3-3S-3^ 

Vigilant's gain on the first leg was 4 m. 45 s,, on the second 
4 m. 12 s., and on the third 3 m. 26 s. 

The boats met again on Wednesday October 11th, Vigilant 
having been given a new bowsprit. There was only a faint 
southerly air at the hour set for the start. The regatta committee 
signalled the boats asking them if they would consent to a post- 
ponement. Vigilant signalled " yes," but Lord Dunraven sig- 
nalled " no," and the race was started at 1.45, there being little 
hope the boats could cover the course of fifteen miles from the light- 
vessel and return within the six-hour time limit. It proved they 
could not. The outer mark was rounded after dark, Vigilant's 
time being 6.07.17, and Valkyrie's 6.14. The race was called 
off at 7.30. 

The next meeting of the yachts, on Friday, October 13th — 
ominous combination of day and date for British sailor-men when 

[147] 



[x8«7-«93] THE LAWSON HISTORY 

hunting cups — was destined to be the last. The race of that day 
will always be remembered by those who witnessed it, and is distin- 
guished as one of the best in the history of the cup. Of the races 
that preceded it only one could compare with it — the final race 
of Genesta and Puritan, In that case the challenger beat the 
defender in a run to the first mark, but was beaten in the thresh 
home. In this case the home boat was beaten in a thresh to the 
outward mark, but distanced her rival on the run home, chiefly 
because Valkyrie met with hard luck in losing two spinnakers. 
Vigilant' s poor showing to windward was accounted for by the fact 
that her centre-board was jammed in the box, and could not be 
put down to its full depth, while she carried a reef in her mainsail 
and a topsail over it, a combination that dulled her speed. With 
a full mainsail and, if need be, no topsail, she would have done 
much better. 

The morning of October 13th, 1893, was overcast and there 
was a heavy east wind blowing in from a lumpy sea oiF Sandy 
Hook. When the yachts came out, and with them the attendant 
excursion fleet, all hands looked for a wet day's work for the 
racers. The breeze at 11 o'clock was fifteen knots, from due east, 
and freshening. The course was laid straight into the wind's 
eye. At the starting time it was observed Valkyrie was in 
trouble aloft, and the regatta committee generously postponed the 
race to give Lord Dunraven time to come to the line. It proved 
that the sheave of one of Valkyrie's throat-halyard blocks had 
been carried away. By the time Valkyrie was ready Vigilant 
was in difficulties, her centre-board having stuck in the box. It 
was finally put down to a draft of eleven feet, far enough to enable 
her to make a start, and at 12.27 the boats were sent away, 
end on into the piping easterly, through a green sea. Valkyrie 
carried relatively the more sail, as she had a half-reef only in her 
mainsail, and a larger topsail than her rival. 

In the smart manoeuvring at the start Capt. Cranfield cleverly 
turned Valkyrie on her heel, and obtained a berth on Vigilant' s 
weather quarter, turning the tables on the Yankee boat, which had 
had him under her lee. This manoeuvre won him golden opinions 
from the experts. 

The boats went over the line on the starboard tack, Valkyrie 
at 12.27.09 and Vigilant at 12.27.18. From the start the English 
boat did the better, pointing higher than the Yankee, though 
footing no faster. At 1.18 Vigilant's jib-sheet got adrift, losing 
her some seconds. 

Every fathom of the course was stubbornly contested, and at 
the end of forty minutes' sailing Valkyrie was not more than one 
hundred yards to windward, and perhaps two hundred yards 
ahead. The wind was now blowing fully twenty-five miles an 

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^THE AMERICA'S CVP ['«87-893] 

hour and was a point more southerly. The yachts were sailing 
with lee rails buried. The performance of Valkyrie was now by 
far the finest of any challenger, and though Americans did not 
realize it, she was driving home an argument for her type that 
was to lead to the abandonment of the centre-board in American 
cup yachts. 

At the end of two hours' sailing the yachts were near the 
mark, Valkyrie a third of a mile in the lead. She went about 
the stake-raft at 2.33.40, on the port tack, making an admirable 
turn. Vigilant, a shade less than two minutes behind, rounded 
at 2.35.35. 

The stern-chase is not only a long one, but it calls for long 
chances in cracking on sail. The men on Vigilant were equal 
to the emergency, and displayed daring and seamanship that 
saved the day, and won plaudits even from their English rivals. 
Sir George Leach, an English yachting authority who witnessed 
the race, stated in a paper in which he described it, (Badmington 
Library, 1894), that ' some very smart work was done on the 
Vigilant" on the run home. It was indeed "smart work," 
but the sort American-trained sailors should ever be ready to 
perform. 

On rounding the mark Vigilant dropped her spinnaker pole 
to port, and ran up the sail in stops, breaking it out about five 
minutes after rounding. Her balloon jib-topsail was next started 
up in stops, but a halyard jammed in a block, and it could be 
hoisted only half-way up the stay. This situation was met by 
sending a man down the stay to clear the halyard, which was 
promptly done. 

While this work was going on forward the reef in the mainsail 
was being shaken out, a hand being slung from the masthead in 
the bight of a gantline to cast off the stops, and hauled out along 
the boom by an outhaul as he let them go. Another hand was 
sent to the topmast head, and another to the peak of the gaff, to 
lash the head and clew of the working-topsail when the reef was 
shaken out, and the mainsail swayed up. These men were visible 
working on their lofty perches fully fifteen minutes as the yacht 
sped along down the wind. As soon as the mainsail was up the 
No. 2 club-topsail was sent up to windward of the working- topsail. 
The balloon jib-topsail was broken out at 2.50, the mainsail was 
swayed up and belayed at 2.55, and the club-topsail was sheeted 
home at 3.30. 

By this time Vigilant was under a pyramid of rounded and 
hardened canvas. Such sail-carrying is rarely witnessed in a 
cup race. Her topmast buckled and her back-stays were as taut 
as harpstrings. Should they part, all that tower of canvas would 
go over the bow in a hopeless mass, and the race would be lost. 

[149] 



[.887-1893] THE LAWSON HISTORY 

But they held, and by the time all her sail was aloft Vigilant was 
on the heels of her rival. 

Ill-fortune here befell Valkyrie, and though hard work was 
being done on her, also, it was not written she should profit by it. 
On rounding she had not shaken out the half-reef in her mainsail, 
and had left her working-topsail aloft, but had set a spinnaker and 
balloon jib-topsail. Under this sail she flew quite as fast at first 
as did the white cloud behind her, and it seemed that if everything 
held she would reach the line with margin enough for victory. 

Anxiety among the yachting critics was great. Nobody wanted 
an accident to deprive her of the glory of her work, but everybody 
held his breath in anticipation of one. 

It came with a green and gray squall that swished up out of 
the east, raising a curtain of spray before it. About 3.30 the squall 
struck Vigilant, and she sped along at a pace she had never 
attained before, while everything held alow and aloft, as she came 
flying down the wind, closing the gap between herself and 
Valkyrie. 

As the squall struck Valkyrie she stood up quite as well as the 
Yankee boat, but alas for her hopes ! A small rent made in her 
spinnaker in taking it from the sail locker, a tiny tear on the foot, 
where it had caught on the bitts, widened, and ripped and spread 
with a hiss across the sail until the cloth went flying on its ropes 
in tatters. 

Valkyrie's men in a very few minutes had another spinnaker 
aloft, the light muslin one with which they had surprised the 
patriots on the day of the boat's first appearance. It was too 
light for such weather, but desperate circumstances demanded 
desperate measures. It might hold, and on it depended the 
race, for Vigilant was now closing in hand over hand. 

But human effort was not destined to win the race for Valky- 
rie. The second spinnaker caught on the cross-trees before 
taking a good full, and a small rent was made, which shortly 
caused it to split from top to bottom, and leave the ropes like 
smoke. 

The boats were now nearing the finish line, and time was 
precious. With admirab'e promptness the men on Valkyrie 
got out a third kite, a balloon-jib, used as a bowsprit spinnaker. 
It was bent on and sent aloft in desperate haste, but too late to 
save the day, for Vigilant had now passed to the fore. Had 
Valkyrie's spinnakers been set in stops a different result might 
have been recorded. 

The finish was spectacular, and the crowds on the excur- 
sion steamers cheered themselves hoarse, without knowing which 
was the victor, for the Yankee boat won by only forty seconds on 
corrected time. 

[150] 



of THE AMERICA'S CVP [1887-393] 

It was a noble race, an expression of the highest development 
of the sport, such as comes but once in years. 
The summary of the race was as follows : 





Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. s. 


H. M, s. 


H. M. S. 


H. M. s. 


H. M. S. 


Vigilant . 
Valkyrie . 


12. 27. 00 
. . 12. 27. 00 


^■35-35 
*-33-3S 


3-5I-39 
3-S3-5a 


3.24.39 
3.26.52 


3a4-39 
3a5-i9 



Valkyrie, having been remeasured, received an allowance of 
1 m. 33 s. in this race. Vigilant's gain over the entire course 
was 2 m. 13 s. Less the allowance, her victory was by a margin 
of 40 s. 

The race had an important effect, as undoubtedly it led to 
Lord Dunraven's determination to have another try for the cup. 
He was not at all satisfied that his boat was beaten on her merits, 
as was shown by a statement for the press he left before sailing 
for England, with his representative, H. Maitland Kersey, Esqr., 
of New York, in which he stated : 

"The first races, which were to windward and back, were 
reaches. On the first day Valkyrie had a fluke and came out 
ahead. On the second day Vigilant had a fluke and came out 
ahead, winning the race. 

" The first day's race was void and the second day's was won 
by Vigilant. That made a vast difference in the contest for the 
cup, but the merits of either boat were not determined. Looking 
at it from that point of view, the first and second races should not 
be considered in judging the merits of the boats. 

" In the third race Valkyrie was fairly beaten. But Valkyrie 
was out of trim and had not enough ballast. In our desire to 
conform to the eighty-five-foot limit we sacrificed too much. We 
need not have been so sacrificing, for Vigilant was practically 
87 feet long, and we should have increased the length of our boat. 
This would have helped us much. Further, we were greatly 
interfered with by steamers, not being able to sail Valkyrie at 
times as we wanted to sail her. But Vigilant would have won 
anyway, it is my opinion ; yet if it had not been for all this the 
difference in time at the close would not have been nearly so great 
as it was. 

" The fourth day's race was a single-reef breeze, and I think 
Valkyrie would have won it if our two spinnakers had held out. 
This was unfortunate for us, and it was very singular, too. In 
fact I have never known it to happen in England. 

"As a total result, I do not consider that the merits of the two 
boats have been determined." 

This view of the matter was concurred in by many American 
yachtsmen. Valkyrie II. certainly sailed against odds, though 

[151] 



[IS87-I893] THE LAWSON HISTORY 

nobody was to blame, except perhaps her handlers. She suffered 
from a combination of circumstances such as make racing for the 
America's cup one of the most uncertain sports in the world. The 
result of a series of races may turn on the holding of a ropeyarn. 

The year 1893 will be remembered in cup racing chiefly 
because of the departure made in it from real vessels as racers. 
Vigilant was a radical departure from Mayflower, Puritan and 
Volunteer, not only in the material used in her construction, but in 
accommodations and weatherly qualities. She was the first of the 
bronze instruments which from year to year have been developed 
for cup defence, and with her the old traditions of sturdy sea-going 
craft were left behind. She was a far abler boat than those that 
followed her, but she was not of a wholesome type, like the Bur- 
gess vessels. She crossed the Atlantic successfully in 1894 under 
her own sail, which is more than could have been expected of some 
of her successors, but notwithstanding, she was the prototype of a 
vicious kind of yacht, whose existence has been more of a curse 
than a blessing to the sport of yacht- racing. 




[ 152] 



aid Mr. 

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of THE AMERICA'S CVP ['«9s] 

LORD DUNRAVEN'S SECOND EFFORT 
TO WIN THE CUP ENDS WITH A CLOUD 
ON THE SPORT: 1895. CHAPTER XL 

•ORD DUNRAVEN left Valkyrie II. at New York 
for the winter of 1893-4, but did not race her in 
American waters the next season, as he had 
intended doing. His eyes were still turned toward 
the cup, and in the autumn of 1894 he opened 
correspondence looking to another challenge. His 
first letter on the subject was dated October 24th, 
1894, at Dunraven Castle, and addressed to Mr. 
J. V. S. Oddie, secretary of the New York Yacht 
Club. In it he suggested that he would challenge again on the 
terms of the Vigilant- Valkyrie II. races, slightly modified. He 
desired the yachts to be measured with all weights on board, and 
their water-lines marked ; all races on windward and leeward 
courses to be started to windward ; the races to be sailed off 
Marblehead, as offering a clearer course than that oif Sandy Hook. 
He also requested the right to come over with the fastest British 
vessel, providing his challenger was found not to be the fastest. 

The club appointed a cup committee to deal with the chal- 
lenge, consisting of Messrs. James D. Smith, Latham A. Fish, 
A. Cass Canfield, J. F. Tams, Philip Schuyler, Charles J. Paine, 
and Gouverneur Kortright, Mr. Smith being chairman and Mr. 
Canfield secretary. 

The committee on Nov. 15th informed Lord Dunraven that it 
would grant his request to have the vessels measured with weights 
on board ; that it did not believe it practicable to start all wind- 
ward and leeward races to windward ; that the Marblehead course 
could not be considered, and that if Lord Dunraven desired to 
substitute another vessel for his challenger, a second challenge 
would be accepted on the withdrawal of the original challenge. 
This gave Lord Dunraven the chance to pick the fastest yacht in 
England, and was a broad concession. Regarding the one-gun 
start employed in 1893 the committee wrote : 

"The experiment of a one-gun start, although most inter- 
esting last year, was an innovation upon the custom of the 
club, and we feel that a certain short period, say two minutes, 
must be allowed for crossing the line after the starting signal. 
The exact time of any yacht crossing during that period to be 
taken as her start, and the end of the period as that of any cross- 
ing after its expiration. The feeling on this point is very strong, 

[ 153] 



[>89s] THE LAWSON HISTORY 

as well as the opinion that our practice produces a more satisfactory 
race." 

The committee referred to the holding of the cup, in the event 
of its being won by Lord Dunraven, pointing out that in its opin- 
ion any special agreement as to holding it was superfluous, under 
the deed of gift, and " most inadvisable, being in the nature of an 
addition to the deed itself." 

On December 6th, Lord Dunraven's challenge was received 
by cable from the Royal Yacht Squadron. It was as follows : 

Co WES, Dec. 6th, 1894. 
Oddie, 

J\ew York Yacht Club, N. Y. 

I am requested by the Earl of Dunraven to forward you a 
challenge for the America cup on the terms and conditions of 
the challenge sent by me on his behalf on the 25th of Novem- 
ber, 1892, but subject to any modifications as to dates, 
courses and starts and other details which may be agreed to 
between Lord Dunraven and the committee appointed by the 
New York Yacht Club to conduct negotiations and arrange 
details. 

I therefore, on behalf of the Royal Yacht Squadron, and 
in the name of the Earl of Dunraven, a member of the squad- 
ron, challenge to sail a series of matches with the yacht Val- 
kyrie against any one yacht or vessel constructed in the 
United States of America, for the America cup. 

The following are the particulars of the challenging vessel, 
viz. : 

Owner, Earl of Dunraven. 

Name of yacht, Valkyrie. 

Length on load water-line, 89 feet. 

The custom-house measurement will follow as soon as the 
vessel can be measured for registration. 

I shall be obliged if you will cable me the receipt of this 
challenge and let me have a reply by letter as soon as the 
matter has been laid before the committee. 

Grant. 

In a letter written December 1st, before this challenge was 
cabled, but not received until December 10th, Lord Dunraven 
asked that the ten months' notice be reduced to eight months. 
With regard to the one-gun start he wrote : 

"That method of starting, is, I think, far preferable to the 
plan you propose, especially in a match. Two minutes may repre- 
sent, owing to variations in the force of the wind, occurring be- 
tween the start and the finish, anything from one hundred yards 

[ 154 ] 



of THE AMERICA'S CVP ['^95] 

to half a mile ; and your proposal consequently induces an element 
of chance which is avoided where the yachts start practically 
together, as under our system. Should they not start together, 
the advantage gained is surely a legitimate one, arising from supe- 
riority of handiness and handling. But as your committee feels 
strongly that the ordinary custom of the club should be adhered 
to, I accept their proposal." 

The passages about starts in the correspondence of the com- 
mittee and Lord Dunraven are here quoted as they embody the 
arguments for and against the one-gun start, about which there has 
been much controversy among yachtsmen. 

Lord Dunraven asked in his letter if the club would accept the 
challenge on exactly the terms of his last challenge. To this the 
club replied by cable that it could agree to no conditions as to 
holding the cup. In subsequent correspondence with the Royal 
Yacht Squadron it pointed out that the conditions as to holding the 
cup in Lord Dunraven 's former challenge were explained and 
modified by certain letters of his lordship. The conditions were 
not then considered satisfactory to the club, but had been allowed 
to stand for want of something better, owing to the limited time 
for concluding the correspondence. The Royal Yacht Squadron 
replied, December 16th, by cable, '*If challenge accepted now 
and [our] representative wins, squadron will not demand cup, 
faiUng satisfactory agreement as to receipt." 

To this the New York Yacht Club replied, December 17th, 
that it did " not agree that the squadron had the right, after hav- 
ing won the cup, to reject custody of it " according to the terms of 
the deed of gift, and stated that it would wait until January 15th 
for an official reply. 

The reply of the Royal Yacht Squadron, received by cable, 
was as follows : 

London, Jan. 7th, 1895. 
Smith, 

JVew York Yacht Club. 
Having regard to construction placed on deed of gift, 
1887, by the New York Yacht Club, Royal Yacht Squadron 
are willing to give receipt on terms contained in deed of gift, 
1887. 

Grant. 

This placed the Royal Yacht Squadron on record as accepting 
the deed of gift only with the New York Yacht Club's modifica- 
tions added. 

From this point negotiations went on smoothly. Lord Dun- 
raven's challenge was accepted January 14th. The ten months' 
notice was changed to eight months, in view of the lateness of the 

[155] 



[>«95] THE LAWSON HISTORY 

season for the races under ten months' notice ; and details of the 
match were left until Lord Dunraven's arrival in this country, 
the date of the first race being fixed for September 7th, 1895. 

In the meantime steps were taken to build a boat to defend the 
cup. The superiority of HerreshofF vessels was such that no one 
was found willing to take chances against them, and as a result 
only one boat intended for defence was laid down, on order of a 
New York Yacht Club syndicate composed of William K. Vander- 
bilt, E. D. Morgan and C. Oliver Iselin. Extraordinary precau- 
tions were taken to make her a potential winner. She was to be 
a keel boat, the first of the type to defend the cup, a cutter in 
everything but name. Indeed, on the other side the challenger 
of those times was always called a cutter, while here she was 
called a sloop. 

The cutter, or sloop, that was to meet Valkyrie III. was named 
Defender. She was built at Bristol, of bronze, steel and alumi- 
num, and was launched June 29th, 1895. The greatest secrecy 
was maintained regarding her. Lightness to the last degree con- 
sistent with speed was the chief aim in her construction. Expense 
was not regarded in building her, and in the use of so light and 
strong a metal as aluminum in her construction HerreshofF realized 
a dream — though an empty one, it seems — of yacht designers. 
Defender was the second yacht in which this metal was freely 
used, the first being a French boat called Vendenesse, built in 
1892. Defender's topside plating, which was laid to overlap, her 
deck beams, braces under the deck, and stringer-plates connecting 
the deck beams with the side of the vessel, as well as her rails, 
were aluminum, alloyed with from twelve to fifteen per cent, of 
nickel and steel. Her dead-light frames and covers, small interior 
fittings, and the sheaves of her blocks were also of this metal. Her 
bottom plates and keel-plates were of manganese bronze, of the same 
weight as Tobin bronze, and her frames, stern-post, floor-plates, 
stiffening angles, under-deck beams, two deck beams inclosing the 
mast, tie-plates around the mast, step-socket, bed-plate, fittings 
and supports, and chain-plates were of steel. All her fastenings 
were of bronze. Her aluminum plates were from %6 to % inch 
thick, a plate of the former thickness having an ultimate tensile 
strength of 40,780 pounds to the square inch. This metal was 
computed to be 2 %o lighter than Tobin bronze, with which Vig- 
ilant was plated. Naval Constructor Richmond Pearson Hobson, 
discussing the use of aluminum in hulls, is authority for the state- 
ment that by its employment in Defender about seventeen tons 
dead weight was saved. 

While the object of extreme lightness, combined with a rea- 
sonable degree of strength, was attained in Defender, she never 
was strong enough structurally to make her a safe boat for the 

[156] 



DEFENDER 

Which sailed in defense of the Americans cup in i8gj against Valkyrie III., 
ninth challenger . Froin a pen drawing by W. G. Wood. 



«i4<^» sw*!-*^ .■^"i^swttTivV-i ^^«'Si< 




Ijoa 



^" 




It ir. If I.- 



-^QB 



of THE AMERICA'S CVP [rS95] 

give-and-take of ocean racing. She was notably weak in the 
neighborhood of her mast-step, and it was feared before her first 
season was over her mast might, under severe strain, put a hole 
through her bottom. Owing to this weakness she was carefully 
handled throughout her career, which was the shortest of any 
cup defender to her time. Although practically rebuilt in 1899, 
she lasted less than six years, and was broken up in 1901, at 
City Island, in Long Island Sound. The cause of her short life 
was rapid corrosion in her hull, owing to galvanic action induced 
by the combination of metals employed, and absence of precau- 
tions in construction to minimize such action. She was the 
extreme racing machine of her day, and her construction was 
justified in her success in retaining the cup. 

In model Defender presented a combination of broad beam, 
fine, full, handsomely fair underbody, and deep keel. She was 
the result of evolution from boats that had gone before from the 
HerreshofF shops, and also embodied suggestions from the last 
challenger for the cup, and other Watson creations. We had 
taken a leaf from the British book in using the keel, and as it 
proved later, Watson had taken one from ours, for Valkyrie III. 
was wider than Defender, the challenger having more beam than 
the defending yacht, and being slower in stays, for the first time 
in the history of the cup. 

Defender was commanded by Capt. "Hank" Haff, and 
manned by an entire crew of Yankee sailors shipped at Deer Isle, 
Maine, a nursery of yacht sailors now as famous as ever was 
Wivenhoe in England. They were the first wholly American 
crew employed on a cup defender, as all former crews contained 
numbers of Swedes or Norwegians, who for many years were 
relied upon as our best yachting sailors. The Deer Isle men 
were superior to Scandinavians in racing work chiefly because of 
their higher order of intelligence. 

Defender was given her first sailing trial July 6th, in Narra- 
gansett Bay. On July 7th she was sailed against Colonia, which 
she distanced with ease. At first her spars and sails, which 
were made at the HerreshofF works, were far from satisfactory. 
Vigilant, owned by George J. Gould, was put in the best of rac- 
ing trim to act as a trial boat against her, about $50,000 being 
expended by Mr. Gould to make good the wear and tear of her 
two previous seasons, and her voyage, made in April, from 
England, where she raced in 1894. She was under the manage- 
ment of Mr. E. A. Willard, and commanded by Capt. Charles 
Barr, who brought Minerva to this country in 1889, and had 
sailed Wasp, Gloriana and Navahoe. 

The season's racing between Defender and Vigilant was 
productive of some interesting incidents, in which friction between 

[ 157 ] 



['«95] THE LAWSON HISTORY 

the partisans of the two boats was not lacking ; while the season 
of Defender was filled with minor accidents, and reports of 
structural weakness, which were not without foundation, though 
strenuously denied by Mr. Iselin, her manager. 

July 22d Defender and Vigilant met in a practice race off 
Sandy Hook, for the purpose of giving Defender a trial over an 
ocean course. Shortly after the start Vigilant displayed a protest 
flag, and at the end of the race Mr. Willard handed in a protest, 
claiming Defender violated section II. of rule 16 by bearing down 
on Vigilant in the start, when Defender was oflf the wind, the 
rule in question being, ' ' A yacht running free shall keep clear of 
one close hauled." Mr. Willard requested that the regatta com- 
mittee's decision on his protest should not be announced until 
the yachts reached Newport, after the New York Yacht Club 
cruise. 

In the runs and races of this cruise Defender met not only 
Vigilant, but Volunteer and Jubilee. Gen. Paine had gone to 
considerable expense to again fit out Jubilee. Her bow had been 
lengthened five feet, which improved her in running. Yachtsmen 
believed that had her mast been stepped forward after this change 
she would have done better, while her sails were unfit for use in 
racing. 

In the Goelet cup race for sloops, over the Block Island course, 
in a good sailing breeze. Defender cut out a pace that would have 
resulted in her winning by a wide margin, but ofi^" West Island her 
gaff snapped in the middle, and she was obliged to retire, when 
leading Vigilant 11m., Volunteer 14 m. and Jubilee 30 m. The 
spar was of wood, built hollow, and was unequal to the strain 
put on it. It was replaced by another hollow spar, somewhat 
larger, and two feet longer, the length being nearly sixty-five 
feet. 

Defender again met Vigilant oiF Newport August 6th, and 
another complaint was made by Mr. Willard, who was a clear- 
headed and able Corinthian yachtsman of good standing, against 
the manner in which Mr. Iselin' s boat was handled in the 
start. Mr. Willard refrained from protesting, for the reason 
that a boat twice found in the wrong under protest could not again 
sail in the races under the club's auspices. If he made two 
protests, and they were sustained. Defender would be barred, 
under the New York Yacht Club's rules, from defending the 
cup. As he believed he had cause for a second protest, how- 
ever, he withdrew Vigilant from further racing against De- 
fender, to relieve the regatta committee of a possible cause for 
embarrassment. 

The situation which led to this action is worthy of description 
here, as it involved one of the nicest points in racing tactics, 

[ 158 ] 



of THE AMERICA'S CVP [»«95] 

namely, the question of when one yacht unduly crowds another 
in making for a starting-line, both on the same tack, one close 
hauled, and the other with started sheets. The situation, which 
was similar to that resulting in the foul between Defender and 
Valkyrie III. in the cup races that year, was as follows : 

The wind was southwest, and after the preparatory gun both 
boats stood for the line on the starboard tack from the north. 
Vigilant, close hauled, was steered to come under the stern of 
the windward mark-boat in crossing. Defender was also on the 
starboard tack, to windward, but not close hauled. She was 
going the faster, and established an overlap. At this point 
Vigilant appeared to bear off, and Defender bearing off immedi- 
ately, prevented Vigilant from luffing, and got the weather berth 
for the start. On the point of the vessels' bearing off the protest 
was based, Capt. Barr, who steered Vigilant, claiming that he 
was forced off his course. 

Mr. Willard's withdrawal of Vigilant from further racing 
with Defender raised a tempest in a teapot, all parties concerned 
expressing their views through the newspapers. 

Mr. Willard stated in an interview that he believed had 
Vigilant held to her rights Defender would have been sunk in 
collision, and the country would have been left without a boat 
fitted to defend the cup against Valkyrie. He also defined his 
position regarding protests. 

Capt. Barr felt his professional dignity was hurt, saying : *' I 
have declined positively to sail again unless things are changed. 
I have been made a fool of. Vigilant has had the better positions, 
and it is unfair that we should have to give way all the time. If 
these races had been for the cup Valkyrie would have held her 
course each time. I know we were right, and I wish to go on 
record." * 

Capt. Haff stated that Vigilant bore off first, and forfeited her 
right of way, justifying Defender in following her. 

The regatta committee took this view of the matter, for the 
next day it addressed a letter to Mr. Willard in which he was 
informed that the committee believed him in the wrong. The 
committee's decision on the protest of July 22d was made public 
with this letter. It was against Vigilant. Mr. Willard accepted 
the committee's rulings, but not its views. The whole affair 
showed that in a start between two modern racing machines, it is 

* In the season of 1901 the managers of the of her rightful positions in starts by Capt. Barr of 

Herreshoff yacht Constitution, built for the New Columbia. Capt. Barr made no public response to 

York Yacht Club to defend the cup, complained this complaint, but his friends stated that " if Capt. 

that one reason she made an unsatisfactory show- Rhodes of the Constitution was not smart enough 

ing in her trials against Columbia, which resulted to hold his own against Barr in starts" there was 

in her rejection as a defender by the regatta com- no cause for complaint, 
mittee, was that she was repeatedly forced out 

[159] 



['^95] THE LAWSON HISTORY 

very easy for the men sailing each to think themselves in the 
right, and not always clear how a committee reaches a decision as 
to which is right. 

On August 8th Defender met Jubilee * for an individual race, 
and defeated her by 9 m. 19 s. in twenty-one miles over a tri- 
angular course. 

August 9th Defender grounded on a sand bar in Narragansett 
Bay, but came off uninjured. 

The trial races that year were more a matter of form than in 
1893, if anything. A truce was declared between Mr. Willard 
and Mr. Iselin, and the yachts met for the trials off Sandy Hook 
on August 20th. A cup for the winner was offered by Col. John 
Jacob Astor. The course was ten miles to windward from Sandy 
Hook Ught-vessel and return, twice around if ordered. There was 
an eight-knot breeze at the start, freshening later. At the end of 
the first round Defender was withdrawn, because the steel band 
around her mast at the hounds, which sustained the strain of the 
shrouds, was found to be slipping, causing a slacking of the 
shrouds, and buckling of the mast. The band settled three quar- 
ters of an inch, and it was decided to send the boat to Bristol for a 
new mast. On the way into Bristol harbor the next day Defender 
grounded on Hog Island, but was not damaged. A new mast of 
Oregon pine was secured in Boston. It was larger and stronger 
than the discarded spar. Over it was stepped a topmast of Ore- 
gon pine, and she was given a hollow gaff and boom made of steel, 
the first spars of the kind used on a cup-defender. These spars 
were made of %6 plates, braced and otherwise strengthened 
inside, and presented a smooth exterior. They were somewhat 
larger than wood spars, but when painted buff looked about the 
same. A great saving in weight over wood was accomplished by 
their use. 

After a week at Bristol Defender was ready for another trial 
against Vigilant, and the boats met for a second time August 29th. 
Another cup was offered by Col. Astor. The course was trian- 
gular, eight miles to a leg. The wind was N. W., a good sailing 
breeze. Defender beat Vigilant 16 m. 34 s., allowing 1 m. 29 s. 
The boats encountered a squall on the third leg, but weathered it 
without accident. 

After this race Mr. Iselin gave an interview to the press de- 
nying "the absurd stories that Defender is structurally weak," 
stating that they were "entirely false and unwarranted." He 
also took a reporter below decks on the yacht, a proceeding so un- 
common in connection with boats managed by Mr. Iselin as to 

* The racing off Newport at this time was Jubi- undisturbed to date, Gen. Paine not caring to sell 
lee's last. At the end of the season she was again or charter her, and not using her himself because 
laid up at Lawley's basin, where she has remained of his retirement from yachting on laying her up. 

[160] 



VALKYRIE III. IN DOCK 



JUBILEE (1893), BALLAST-FIN CUTTER, IN DOCK 






TH 



,(£e8i) aajiaut 



of THE AMERICA'S CVP ['«9s] 

show conclusively his earnestness in wishing to prove the truth of 
his statement. 

The third trial race was sailed ten miles to windward and re- 
turn, in a good sailing breeze E. S. E., increasing toward the 
finish. Defender won by 3 m. 58 s. She was at once formally 
selected to defend the cup. 

While Defender was receiving the benefit of the infinite pains 
that can be bestowed on a yacht's tuning up when time is ample, 
Americans read with eagerness all news of the challenger. The 
vessel was not owned exclusively by Lord Dunraven, as was Val- 
kyrie II., but by a syndicate composed of Lord Dunraven, Lord 
Lonsdale, Lord Wolverton and Capt. Harry McCalmont. She 
was designed by George L. Watson, professedly for Hght weather 
sailing, and was altogether a radical example. Her designer had 
borrowed American ideas liberally, and applied them so well that 
casual observers had hard work to tell the challenger from the 
defender when the boats came into company on this side. Her 
beam, the greatest ever seen on either challenger or defender, 
and her fine, full lines were such that had she been an American 
boat she would have fully met the popular view of what a cup 
defending yacht should be like. Her construction, like that of 
Valkyrie II., was composite, steel frames planked with wood, 
American elm beiiig used below the water-line and teak above. 
She was built in the yard of D. & W. Henderson & Co., at Par- 
tick on the Clyde, near Glasgow, was launched May 27th, and 
received her first trial under sail June 18th. She was found to 
be trimmed by the head, and deficient in stability, not having 
enough ballast. It was necessary to add some twelve tons of lead 
to her ballast to correct these faults. This and other changes, 
incidental to finding the boat's true form, took so much time that 
Valkyrie could be given few trials before leaving her home waters 
for the trip across the Atlantic. Her total record of trials was 
three open races, in which she met Britannia and Ailsa, and one 
private race with Ailsa. In her first race she beat Britannia 1 m. 
49 s., but lost on time allowance. In the second she was beaten, 
in a strong wind, 3 m. 8 s. elapsed, and 7 m. 10 s. corrected time, 
by Britannia. Both were fifty miles. After receiving more lead 
she beat Britannia in forty miles 18 m. 26 s., and Ailsa 19 m. 47 s. 
In her race with Ailsa she won with ease. She was, unquestion- 
ably, England's speediest boat, and in turning to windward in 
light airs and smooth sea was as fast as any yacht afloat. Defender 
excepted. She was manned by an able crew of Wivenhoe men, 
whose training in boat sailing sprung from the Essex coast fish- 
eries. Her captain, William Cranfield, and his assistant, Edward 
Sycamore, were both Wivenhoe men. 

Leaving the Clyde July 27th, Valkyrie III. made the voyage 

[161] 



II 



['«95] THE LAWSON HISTORY 

across the Atlantic under sail, in twenty-two days ten hours, 
arriving at New York August 18th. She was rigged for the 
voyage like a North Sea ketch, with reduced mainmast and a 
good-sized jigger set well inboard. Her passage was without 
incident, and though strong winds were met, she was not strained 
or otherwise injured. 

Less than three weeks remained before the races for rerigging 
Valkyrie for racing, and giving her trials off Sandy Hook ; alto- 
gether too limited a period for the purpose. Work on fitting her 
out, therefore, had to be carried on with the greatest possible 
expedition. Racing spars and gear were brought to New York 
by steamer. The vessel's outfit of spars consisted of an Oregon 
pine mainmast, and a steel mainmast ; a hollow ' ' built ' ' boom 
and gaff of wood, a steel boom and gaff, spruce topmast and top- 
sail-clubs and sprits, and a hollow spruce spinnaker pole, with 
various spare light spars. Stories of Valkyrie's steel spars had 
been received on this side of the water with much interest, and 
considerable incredulity. That of the steel mast was considered 
somewhat akin to a fairy tale. Such a spar had never been used 
on a racing yacht, and though steel lower masts for merchant square- 
riggers were not uncommon, American yacht sailors were doubt- 
ful if a steel mainmast for a racer could be made to stand up. 
Valkyrie's steel mast did not arrive wnth her other gear, and the 
wood one was stepped, and used in her trials, and the cup 
races. Her steel boom was received in time to be used, however, 
and was carried in the races, with the wood gaff. The boom was 
the second one niade for her, the first not having proved satis- 
factory. It was from the yard of the Hendersons, and the 
material used was galvanized steel. The shape was hexagonal, 
with the edges of the flat plates turned outward and riveted 
together, making eight outside flanges the full length of the 
spar, which was one hundred and five feet long, and twenty-two 
inches diameter in its thickest part. The use of steel booms 
being experimental, yachtsmen watched those on the challenger 
and defender with interest. They proved entirely satisfactory 
from the start, being much lighter than wood, and fully as 
springy. 

Valkyrie's few trial spins off the Hook showed her to be a 
most formidable light-weather boat, and doubters were found in 
plenty who thought she would take the cup. Faith in Defender 
was abundant, though every one who had seen the boats looked for 
a very close series of spirited races. 

That the series proved anything but satisfactory was not the 
fault of the builders of the boats, for challenger and defender were 
nearer alike, and more evenly matched, than any vessels that had 
been raced for the cup. 

[ 162 ] 



fi^ 



^/THE AMERICA'S CVP [•«95] 

Their dimensions were as follows : 

Defender Valkyrie III. 

Length overall 123.00 ft. 129.00 ft. 

Length on load water-line ^^-45 88.85 

Beam 23.03 26.20 

Draft 19.06 20. 

Racing length 100.36 101.4.9 

Mainmast, deck to hounds 72. 77. 

Topmast 57-42 55-9^ 

Main-boom 106. 105. 

GafF 64.95 59.50 

Spinnaker-boom 73-36 78-94 

From upper side of main-boom to topmast-head block 125.48 129.80 

Sail area 12,602.30 sq. ft. 13,027.9359. ft. 

Ballast (approx.) 85 tons 77 tons 

These figures are official, except those for beam, draft and 
ballast, which are from the best obtainable sources, and are very 
nearly correct, if not entirely so. Mr. Herreshoff has never made 
public any dimensions, or other information about boats of his 
build. The official figures are from Mr. Hy slop's measurement 
of the yachts at Erie Basin, Brooklyn. 

Conditions to govern the races between Defender and Valkyrie 
III. were signed September 4th, 1895, by James D. Smith, chair- 
man of the America's cup committee of the New York Yacht 
Club, and Lord Dunraven. The contest was to be decided by the 
winning of three races out of five, the starts to be from Sandy 
Hook light-vessel, the first, third and fifth races to be to windward 
and leeward, the second and fourth over a triangle, all courses to 
be thirty miles, and laid to windward when possible ; starting 
signals to be given at 11 o'clock, and delayed only in event 
of changing the starting-point, fog, or agreed postponement ; 
preparatory gun to be fired ten minutes before starting signal, 
and handicap gun two minutes after ; time limit for races six 
hours ; all length over eighty-nine feet load water-line to count 
double in figuring racing length for time allowance ; vessels to 
be allowed time for repairs in case of an accident ; yachts to be 
measured with all weights on board to be carried in a race, 
restrictions as to bulkheads, floors, doors, water-tanks and anchor 
being waived. The following agreement was also made as to 
measurement : 

" If either yacht, by alteration of trim, or immersion, by dead 
weight, increase her load water-line length, or in anyway increase 
her spar measurement, as officially taken, she must obtain a re- 
measurement by special appointment before the next race, or, 
failing this, must report the alteration to the measurer at the club- 
house at 10 p. M. of the day before the race following such altera- 
tion, and must arrange with him for remeasurement, and if 
required, be in the Erie Basin at 7 o'clock a. m. of the day of 
said race, and there remain until 8 o'clock a. m. if necessary, for 
purpose of remeasurement. 

[163] 



[•«95] THE LAWSON HISTORY 

' ' If either yacht decrease her measurements for racing length in 
any way, in order to profit thereby in time allowance in any race, 
she must obtain a remeasurement by special appointment before 
such race, or notify the measurer and be at his disposition as 
above described. 

" A measurement taken as provided above shall be final, and 
not subject to protest by either party." 

The measurement question was very important, as most of 
the unfortunate events that grew out of these races revolved around 
it. That Lord Dunraven came to this country believing the cup 
racers should be marked on the water-line is shown by his letter 
of October 25th, 1894, in which he suggested that the vessels 
when measured should be so marked. When signing the agree- 
ment above quoted he did not bring up the marking matter. 
There is reason for belief, however, that he had been informed 
he had to do with an adversary not above the practice of altering 
the trim of vessels secretly. If the seed of suspicion were thus 
planted in his mind, it might account for the request he made of 
the America's cup committee on September 6th, in a letter, as 
follows : 

It is obvious that alterations in the load water-line length 
of a vessel may, under present conditions, be made without 
the owner's knowledge, and without possibility of detection. 
It is, of course, impossible to guard absolutely against such 
an occurrence. But these contests cannot be compared with 
ordinary races ; and in the interest of the public, and of the 
owners who have to do their best to see that rules are obeyed, 
it is surely right and necessary that the cup committee should 
take every precaution to insure that the vessels sail on their 
measured load water-line length. 

Here was strange language. What had put such thoughts into 
Lord Dunraven' s mind ? He had made no such request the year 
before ; his suggestion of October 25th, 1894, was not men- 
tioned September 4th, when he signed the agreement of condi- 
tions of the races. But his letter of the 6th, here quoted, was 
prefaced by the statement that "on reflection " he did not con- 
sider this matter " satisfactory." According to the gossip of the 
fleet some one among the Americans on the steamer City of 
Bridgeport, Valkyrie's tender, had been tefling tales of alleged 
questionable proceedings with water ballast on a vessel formerly 
controlled by Mr. Iselin. The origin of this story has never been 
made clear, but as its substance was in pretty general circulation 
at that time among yachtsmen, nothing was more natural than 
that it should reach Lord Dunraven's ears, if he chose to listen 
to it. 

[ 164 ] 



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of THE AMERICA'S CVP ['89s] 

The New York Yacht Club acted promptly on the suggestion 
in Lord Dunraven's letter, and appointed a special committee on 
Sept. 6th consisting of Messrs. Archibald Rogers and A. Cass 
Canfield, to go to Erie Basin, where the yachts were being 
measured, and grant Lord Dunraven's request. This committee 
saw Mr. Iselin, who at once acquiesced in the request. Valkyrie, 
however, had already been measured and left the basin, and could 
not be brought back that day, owing to the falling of the tide. 
It was therefore impossible to mark the boats before the first race, 
which was to take place the next day. 

As the world knows, the racing between Valkyrie and De- 
fender was a miserable fiasco. The relative merits of the boats 
were never tested, except in a Hght wind on the first day they 
met, Sept. 7th. It was with hopes high that yachting enthusiasts 
sailed out past the Hook that morning. Valkyrie III. was the 
ablest boat thus far sent after the cup, and a battle royal was 
expected. The mild weather and lack of a breeze were, there- 
fore, a disappointment. In the early forenoon the wind was from 
the northeast, and varied from six to eight knots. As a wind- 
ward course could not be laid from the Sandy Hook light-vessel 
with the wind in this quarter, the starting line was shifted to a 
point three miles northeast from Seabright, N. J., the line being 
formed by the committee boat Luckenbach and another tug. The 
wind having hauled to E. by S., the course was laid in that direc- 
tion, fifteen miles to windward. The weather was clear, and 
there was a heavy swell from an old sea offshore, causing some 
unpleasantness among the spectators on the large excursion fleet 
assembled around the starting line. There was notably less 
crowding on the part of excursion steamers at the start than in 
former races. A patrol fleet of twenty steam yachts did picket 
duty, flying the New York Yacht Club flag and a special guard 
flag of white. Steamer captains as a rule regarded their admoni- 
tions, and left a tolerably clear field for the racers, though not as 
clear as could have been desired. 

The preparatory gun was fired at 12.10, and the starting gun 
at 12.20. Valkyrie was the first to cross, at 12.20.46. Defender 
was timed four seconds later, crossing slightly to windward of 
Valkyrie's wake, and on her weather quarter. Both were on the 
starboard tack. Valkyrie was admirably handled in the man- 
oeuvring for the start, and went over under better headway 
than the home boat, but she was bothered the more as the race 
progressed by the roll and chop, the combination of light wind and 
lumpy sea being ill suited to her beam. 

The sails of the British boat sat to perfection, and were the 
finest suit ever seen on a cup challenger. Her topsail was enor- 
mous, and attracted much attention, being the first of the ex- 

[165] 



['«9s] THE LAWSON HISTORY 

tremely large club-topsails that afterward became familiar in cup 
races. It stood up like a board, and had three battens on the 
head. Her mainsail, while excellent, was no better than Defend- 
er's. On coming to the line Valkyrie carried a baby jib-topsail. 
Defender's club-topsail was also large, and was very white. It 
was set over a cross-cut mainsail of yellow tinge. She carried a 
No. 2 jib-topsail, considerably larger than Valkyrie's. 

The first hour's sailing made but small difference in the 
relative position of the boats, although Defender was in a posi- 
tion at 1.57 to weather her rival, which she did by tacking 
across her bow. Valkyrie had tried the same move on Defender 
ten minutes before without success. From this point on, the 
home boat gradually widened the gap between herself and the 
challenger. 

Half-way out to the mark the wind hauled a couple of points 
southerly, and the run home was a broad reach. To the outer 
mark Defender outsailed Valkyrie 3 m. 27 s., and on the home 
reach 4 m. 53 s., or 8 m. 20 s. in all, to which was added an 
allowance of 29 s. There was nothing notable in the race. Both 
boats were sailed for all they were worth in such weather. 

The official summary : 





Start 


Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. S. 


H. M. s. 


H. M. S. 


H. M. s. 


H. M. s. 


Defender .... 


i2.aO.5O 


3.36.29 


5.21. 14 


5.00.24 


4-S9-55 


Valkyrie III. 


12.20.46 


3-39Sa 


5.29.30 


5.08.44 


5.08.44 



When the yachts came home that night it was known to none 
but the regatta * and cup committees of the New York Yacht 
Club that Lord Dunraven had made a charge bearing an imputa- 
tion of fraud, to Mr. Latham A. Fish, the New York Yacht Club 
member sailing on Defender, namely : That in his opinion 
Defender sailed the race immersed three or four feet beyond her 
length as measured on September 6th. This was coupled with a 
request for remeasurement. 

"Lord Dunraven stated," reported the America's cup com- 
mittee subsequently, " that he believed the change had been made 
without the knowledge of Defender's owners, but that it must be 
corrected or he would discontinue racing. ' ' 

As this charge became the basis of the case resulting in the 
expulsion of Lord Dunraven from the New York Yacht Club, and 
did not become a matter of public record until some weeks after 
the races were concluded, it is made the subject of a subsequent 
chapter in this book. 

The two yachts were towed to Erie Basin on the 8th, re- 
measured, and marked, as requested by Lord Dunraven. Only 

* The regatta committee consisted of S. Nicholson Kane, Chester Griswold and Irving Grinnell. 

[ 166 ] 



^THE AMERICA'S CVP C'89s] 

one-eighth of an inch difference was found in the water-line of 
Defender, and one-sixteenth in Valkyrie. 

When Defender and Valkyrie came to the line for the second 
race in the series, on the morning of September 10th, the public 
had received no intimation of the shadow which had fallen on the 
sport. It was therefore with expectations of a fine race that a 
great crowd gathered to witness the second meeting of the yachts. 
Indeed there was every prospect of a good race that day. The 
weather was warm, though hazy, the incense of early autumn fill- 
ing the air. There was a good sailing breeze from the south 
when the yachts came to the line. According to his custom, 
Lord Dunraven sailed on Valkyrie, and with him were his two 
daughters, Lady Rachel and Lady Eileen Wyndham-Quin. 
George L. Watson, Sailmaker Ratsey, of Cowes, Mr. Arthur 
Glennie, rear commodore of the Royal Portsmouth Yacht Club, 
(one of Lord Dunraven's chief advisers,) and Mr. H. Maitland 
Kersey, of New York, also sailed on the boat. The New York 
Yacht Club's representative on board was Mr. Joseph R. Busk. 
On board Defender Lord Dunraven's representative was Mr. B. 
D. Henderson, a member of the Royal Yacht Squadron. Mr. C. 
Oliver Iselin was in charge of Defender, and Capt. Henry C. 
Half was at the wheel. Capt. Sycamore, assistant to Capt. Cran- 
field, stood at Valkyrie's tiller. 

The course was set ten miles S., to windward ; ten miles N. E. 
by E,, and ten miles N. W. by W. V2 W., the first leg being to 
windward and the other two reaches. The wind was light, per- 
haps five miles an hour, when the boats came for the line in antici- 
pation of the starting-gun. On the weather, or westerly end of 
the line, was the committee boat Luckenbach, at the leeward end 
the light-vessel. 

About two minutes before gun-fire the racers, which had stood 
to the westward of the line, jibed to the starboard tack, and headed 
for the line, in a southeasterly direction. In their course and 
about six hundred yards from the line, lay the large steamer City 
of Yorktown, carrying excursionists. Defender went astern 
and to leeward of her, and Valkyrie by her bow. As the two 
boats cleared the Yorktown their courses converged for the 
line in an acute angle, Valkyrie to windward, and nearer the 
line, though Defender was sailing the faster. It was apparent 
to all who saw the courses of the vessels that unless one or the 
other gave way they would foul before the line was reached. 
Defender being to leeward had the right of way, and held an 
undeviating course for the line, maintaining a slightly faster pace 
than her rival until reaching Valkyrie's lee. Valkyrie, in danger 
of crossing before the gun, bore off toward Defender. To many 
who saw the move it appeared that Defender was holding a true 

[167] 



c>«9s] THE LAWSON HISTORY 

course, while Valkyrie was bearing down on her, and it also 
appeared that unless Defender gave way there would be a foul. 

Nearer and nearer the boats came to one another, their tall 
topsails almost touching at last, and their speed now about equal, 
when suddenly Capt. Sycamore luffed Valkyrie, expecting to crawl 
out of close quarters. He was too late, for in luffing the shackle 
of the iron strap on the end of Valkyrie's main-boom caught in 
Defender's starboard topmast-shroud. 

There was a loud twanging report as the shroud sprung out of 
the spreader, and with her topmast bending like a whipstock 
under the weight of her club- and jib-topsails. Defender bore off a 
little, while Valkyrie straightened her course for the line, and 
went over thirteen seconds after gun-fire, followed by deep-breathed 
cries of ' ' Shameful ! " " Outrageous ! ' ' and other expressions of 
popular wrath. 

As Defender fell off with her disabled topmast sagging to 
leeward, the scarlet protest-flag fluttered on her deck, while the 
answering pennant flew from the committee boat. It was fully 
expected, by the spectators, that Valkyrie would return and report, 
since she appeared palpably in the wrong in the foul. She did 
not, and after seeing that Defender's gear held aloft, Capt. Haff 
put the yacht over the line, one minute and fifteen seconds after 
the gun. 

The race that followed was as game a contest as a disabled 
yacht ever sailed. Fortunately the wind on the first leg was not 
strong, and the sea was smooth. Repairs were made by lashing 
Defender's disabled shroud to the spreader, but as it could not 
properly be set up with the boat under way no great amount of 
sail could be carried on it in windward work. No jib-topsail was 
carried, though Valkyrie used one. 

The time on the first leg showed that Valkyrie outsailed 
Defender 2 m. 50 s. 

On the second leg the wind freshened to ten knots. Valkyrie 
cracked on a big balloon jib-topsail, but Defender had to be content 
with a small one. Her gain on this leg was seventeen seconds. 
On the home leg Defender, having her disabled shroud to leeward, 
was able to carry full sail for the first time, and under a press of 
canvas she outsailed Valkyrie 1 m. 17 s., making a gain of 1 m. 
34 s. on the last two legs. She was outsailed by Valkyrie over 
the entire course by 1 m. 16 s. elapsed, and by 47 s. corrected 
time. 

The official summary : 





Start 


First 
Mark 




Second 
Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 




H. M. S. 


H. M. S. 




H. M. S. 


H. M. s. 


H. M. s. 


H. M. S. 


Valkyrie . 


II. 00.13 


12-57-43 




1.58.00 


2.55.22 


3-5S-°9 


3-5S-09 


Defender . 


. II. 01. 15 


i.oi.js 


[ 


2.01.4s 
168 ] 


2.57.40 


3.56.25 


3-55-S6 



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<9/THE AMERICA'S CVP ['^95] 

At the conclusion of the race Mr, Iselin made a written 
protest to the regatta committee, as follows : 

Sept. 10th, 1895. On Board Defender. 
To THE Regatta Committee, 

New York Yacht Club, 
Dear Sirs, — It is with much regret that I hereby protest 
the Valkyrie in the race to-day. I shaped my course for the 
line, (which course, according to my orders, was not altered 
in the slightest degree), on the starboard tack, with sheets 
trimmed down, when Valkyrie bore down on us with wide 
sheets, and, in luffing, fouled our starboard main rigging with 
her main-boom, carrying away our spreader, and springing 
our topmast. 

Respectfully yours, 

C. Oliver Iselin. 

To this Lord Dunraven made reply that Defender luffed into 
Valkyrie after establishing an overlap, and therefore was to 
blame for the foul. He stated also that Valkyrie only just 
succeeded in clearing the committee boat. 

That these statements unfortunately were not in accordance 
with the facts was shown by photographs taken at the time of the 
foul, and five seconds afterwards, which the committee put into its 
report. They showed Valkyrie luffing, and with ample room to 
clear the committee boat. 

To Americans there seemed no other way to look at the foul 
than that it was caused by Valkyrie bearing down on Defender to 
avoid crossing the line ahead of the gun, and to still keep her 
weather position until gun-fire. Lord Dunraven, though an author- 
ity on navigating vessels, and an expert sailor, did not see the 
facts as the photographs showed them. He later stated that 
neither he, nor Mr. Henderson, his representative on Defender, 
saw a protest-flag displayed. It certainly was displayed very prom- 
inently, and twice, before Defender crossed the line. Being scarlet, 
the flag could easily be seen. 

The regatta committee ruled, after examining the evidence, 
that " from our own observation, confirmed by that of others, who 
were in good position to see all that occurred, we find that Val- 
kyrie, in contravention of section II. of racing rule 16, bore down 
upon Defender, and fouled her by the swing of her main-boom 
when luffing to straighten her course. We also consider the 
Defender left Valkyrie sufficient room to windward to pass clear of 
the committee boat." 

The protest of Mr. Iselin, therefore, was sustained, and the 
race was given to Defender. Mr, Iselin offered to resail the 

[ 1G9 ] 



['«95] THE LAWSON HISTORY 

race with Lord Dunraven, but the offer was declined, and, it 
appears, very properly, by Lord Dunraven, on the ground that the 
committee having given the race to Defender he could not accept 
an offer to re sail it. 

Many fair-minded persons thought the committee in error in 
not ordering the race resailed, as it had power to do. When 
Sir Richard Sutton was fouled by Puritan, and had a right to 
the award of a race, he refused to accept it. Lord Dunraven 
was not of Sir Richard Sutton's sort, and the regatta committee, 
by not ordering the race resailed, lost a good opportunity to set 
him an example in courtesy. The committee decided that its 
powers to order a race resailed did not extend to a race decided on 
a protest which showed one of the contestants to have been at 
fault. The committee ruled that its power to order a race resailed 
should not be exercised arbitrarily, but only in the case of races 
given up when neither contestant was at fault, as in the case of 
fog. Mr. Iselin placed himself and Defender at the disposal of 
the America's cup committee, which, " while declining to take the 
initiative and order the race resailed, agreed to sanction an offer to 
do so from Mr. Iselin to Lord Dunraven," to quote the com- 
mittee's report. 

There were not a few members of the New York Yacht Club 
itself, and hosts of other yachtsmen, who thought this a fine dis- 
tinction. Mr. Iselin later made a tentative offer to the cup com- 
mittee to resail all the races with Lord Dunraven, but the 
committee did not think favorably of the proposition. 

On the evening of September 10th Lord Dunraven notified 
the America's cup committee that unless he could have a clear 
course he would not sail on the 12th. His communication to the 
committee was as follows : 

Yacht Valkyrie, Sept. 10th, 1895. 

Gentlemen : It is with great reluctance that I write to 
inform you that I decline to sail Valkyrie any more under the 
circumstances that have prevailed in the last two races, and 
for the following reasons : 

First. To attempt to start two such large vessels in a 
very confined space, and among moving steamers and tug- 
boats, is, in my opinion, exceedingly dangerous, and I will 
not further risk the lives of my men or the ship. 

Second. At the start of the first race the crowding was so 
great that we could not see the mark-boat, and could not tell 
when we were near the line ; and we were much hampered 
by steamers, especially on the reach home. 

To-day, on the reach home, eight or nine steamers 
crossed my bow, several were to windward of me, and, 

[ 170 ] 



^THE AMERICA'S CVP [^^95] 

what was worse, a block of steamers were steaming level 
with me, and close under my lee. I sailed nearly the whole 
distance in tumbling, broken water, in the heavy wash of these 
steamers. To race under those conditions is, in my opinion, 
absurd, and I decline to submit myself to them again. 

I would remind your committee that, foreseeing the 
trouble that might occur, I urged upon them the desira- 
bility of sailing off Marblehead, or in some locality other 
than New York Bay, and that they refused to do so. 
At the same time I wish to testify to my full belief that 
your committee has done everything in their power to prevent 
over-crowding. 

The fact is, that when a contest between the representa- 
tives of two yacht clubs creates so much popular interest, and 
attracts such crowds of people, if the races are sailed in the 
immediate neighborhood of a great city, and if the dates of 
races and times of starting are known and advertised, it is 
impossible to keep a course free from causes of exceptional 
danger, and clear enough to insure the probability that the 
result of the match is decided according to the relative 
merits of the competing vessels. 

I have the honor to remain. 

Your obedient servant, 

DUNRAVEN. 

This was ground not covered in the articles of mutual agree- 
ment governing the races, as construed by the committee of the 
New York Yacht Club. Lord Dunraven was the victim of a con- 
dition of affairs that had grown worse with each cup contest off 
Sandy Hook, and he doubtless believed he was interfered with 
more than the home boat, which perhaps was but natural ; 
yet he had infinitely less cause for complaint than Sir Richard 
Sutton, Lieut. Henn and Mr. Bell, who were obliged to con- 
tend with greater crowding on the inside course of the New 
York Yacht Club, but who accepted their ill-fortune without a 
murmur. 

The American public was deeply interested in the perform- 
ance of the yachts, and this interest alone led to the crowding 
complained of, a condition that had existed in all international 
matches, on both sides of the Atlantic, from the first race sailed 
for the cup. 

It will be recalled that in the London Illustrated A/ews^ account 
of the America's race at Cowes it was stated that "steamers, 
shore-boats and yachts of all sizes buzzed along on each side of 
the course, and spread away for miles over the rippling sea." 
Lord Dunraven's former challenger, Valkyrie IL, was run down 

[171] 



['«9s] THE LAWSON HISTORY 

and sunk * in the Clyde in the season of 1894, by the cutter Sata- 
nita, owing to crowding around the starting-Une. 

The New York Yacht Club sent a special committee to Lord 
Dunraven on September 11th, to confer with him, and if possible 
reach some agreement that would lead him from the course he 
threatened. Nothing was accomplished, for at 11.30 on the night 
of September 11th Lord Dunraven addressed a letter to the cup 
committee, in which he admitted that the committee could not 
promise a clear course, but stating that he would sail the race if 
the committee would take it upon itself to declare the race void 
if the vessels were interfered with by steamers. This the com- 
mittee had no authority to do. It therefore instructed the regatta 
committee to prepare to start the race of the 12th. 

Although the public knew nothing on the 12th of what was 
going forward, there was a premonition of trouble off Sandy Hook 
when the excursion fleet arrived, and Valkyrie was seen coming 
out under jib and mainsail, without her topsail aloft, and with no 
preparations going on to make ready for the race. 

The wind was light offshore, a gentle breeze N. by W. The 
course was laid S. by E. Around the starting-line the course was 
clearer than it had been in any previous race in years, there being 
a decided disposition on the part of steamer captains to accede to 
the request of the patrol fleet to keep away from the racers. At 
10.55 a gun was fired on the committee boat indicating a postpone- 
ment of the start for fifteen minutes. This gave the excursionists 
an impression that something indeed was wrong, and the strongest 
curiosity was manifested. There had been hints in the press that 
Lord Dunraven was about " to quit," and the public could hardly 
believe that so plucky a challenger would retire in that way. 

The preparatory gun was fired at 11.10, but none of the 
smart preliminary manoeuvring for position followed it that is usual 
in a cup race. Valkyrie was some distance from the line, still 
under mainsail and jib only, and with ver / little headway. The 
starting-gun was fired at 11.20, and twenty-four seconds later De- 
fender crossed the line. Valkyrie, still moving slowly, crossed at 

* The accident occurred July 5th, 1894, at the George L. Watson. The wind was strong, with 

regatta of the Mudhook Yacht Club on the Firth of frequent rain squalls. Valkyrie was bearing for 

Clyde, when Valkyrie II., Satanita, Britannia and the line on the starboard tack, therefore with the 

Vigilant were manoeuvring for the start. One end right of way, when Satanita on the port tack luffed 

of the line was near a fleet of yachts at anchor, leav- sharply to avoid sinking a small boat loaded with 

ing the yachts room to work only about the other spectators that got in her way, and while going at 

end. Here were gathered " an immense flotilla of high speed struck Valkyrie amidships, cutting her 

pleasure craft," to quote an English journal, there down nearly to the centre line. Valkyrie sunk 

being considerable popular interest in the Yankee in three minutes. All on board were rescued, but 

boat. It was a race for amateur helmsmen on the a seaman, named Brown, was so seriously injured 

British boats, and Lord Dunraven was at the tiller that he died in a few hours. The vessel was aban- 

of Valkyrie. Robert C. Ure, Esqr., a Clyde ama- doned by Lord Dunraven to the underwriters, who 

teur, steered Satanita, and her owner, A. D. Clarke, raised her, and broke her up. The lead in her keel 

Esqr., was on board. On Valkyrie as guests were was used on Valkyrie III. 
Lord and Lady Algernon Gordon Lennox, and Mr. 

[172] 



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^THE AMERICA'S CVP [.895] 

11.21.59, but as soon as she was over her tiller was jammed down, 
she came up under the stern of the light-vessel, and headed for 
port, at the same time breaking out the New York Yacht Club 
flag at the truck. Later she picked up her tug and was towed 
back to Bay Ridge, * leaving the field to her rival, who went over 
the course, followed by the excursion fleet. Before crossing the 
starting and finish lines Mr. Iselin asked the authority of the 
regatta committee to cross, which was granted him, because 
' ' they had received no authority to alter the conditions of the 
match," to quote the committee's report. 

Defender's time was as follows: Start, 11.20.24; finish, 
4.04,36; elapsed time, 4.44.12; corrected time, 4.43.43. 

Before returning to England Lord Dunraven wrote his report 
of the races to the Royal Yacht Squadron under date of Sep- 
tember 24th. 

Extracts from this report may be quoted here to show his 
views on some of the points developed in the series. Writing of 
the race of September 7th, he said : v 

On the first race we made a bad start. We lost sight 
of the mark -boat when close to the line, bore up without, 
as it turned out, any necessity for doing so, and lost our 
weather berth. But the ship sailed remarkably well, es- 
pecially considering that the conditions we least desired pre- 
vailed, namely, a very light wind and a good deal of swell. 

She worked out clear very fast from under Defender's 
lee, and we were in a very good position and would, I am 
convinced, have rounded the weather mark well ahead had 
not the wind northerned three or four points and broke us off" 
badly. 

We made two palpable mistakes. When we stayed to 
the eastward to fetch the mark the wind broke us off" about 
three points, and when we stayed back to port tack to cross 
Defender on the starboard tack, the wind broke us off" again 
and freed her, and we were forced to stay again for her. 
Against all that, of course, there is nothing to say. It was 

* Valkyrie's subsequent career was litde more several seasons as Meteor, made her a training vessel 
brilliant than her performance off Sandy Hook, for German naval cadets, re-naming her Comet. 
She was taken back to England that fall, but in fol- Galatea is used by Mrs. Henn as a houseboat, at 
lowing seasons she proved a white elephant on the Dartmouth. Genesta was broken up at Gosport in 
hands of her owner, under English racing rules, 1899. The careers of the Canadian challengers 
while Lord Dunraven ceased active racing. Valky- have been described. Livonia is still in commission, 
rie's life was a short one, for she was broken up, on as a cruising schooner yacht. Cambria, first chal- 
the Clyde, in the summer of 190 1. This fact calls lenger for the cup, at the conclusion of her racing 
to mind the reflection that cup challengers, like cup career became a trader on the coast of Africa. She 
defenders, soon disappear from public view after their next passed into the hands of a coal-carrying corn- 
racing careers are over. Valkyrie IL was sunk in pany, and as late as 1900 was used in freighting coal 
collision in 1894, as noted. Thistle was purchased from Swansea, Wales, to Cork. She was after- 
by the German Emperor, who after racing her ward laid up at the latter port. 

[ 173] 



['«95] THE LAWSON HISTORY 

bad judgment on our part, or bad luck ; but I am perfectly 
satisfied with the way the vessel turned to windwatd. As 
to the reach home it is impossible to judge, owing to the 
crowding of steamers, but my belief is that Defender would 
have reached us in any case, though certainly not to anything 
like the same extent. 

The second race was sailed on the 10th. The starting- 
line was again crowded to a dangerous extent. . . . On the 
reach from the second mark home the steamers interfered to 
an extent unprecedented in my experience on this occasion 
or in 1893. Some eight or nine vessels crossed our bows, 
and a large number packed closely together and steaming at 
a high rate of speed kept level with us to leeward, their 
wash running up against the wind and natural sea giving us 
heavy broken water to sail through, I make no accusation of 
partiality, I only say that whereas the ship, [Valkyrie] , which 
was behind on the first day got much of the worst of the 
wash, the ship which was in front, [Valkyrie], got much the 
worst of it on the second day. I made up my mind that it 
was perfectly useless to sail under such circumstances, and 
communicated my decision to the gentlemen on the Valky- 
rie. On my return to the City of Bridgeport that evening I 
wrote a letter to the committee giving my decision and my 
reasons for arriving at it. 

Lord Dunraven stated in his report, regarding the last race : 

I was in hopes until the last moment that the race would 
be postponed. I do not wish to comment upon the action of 
the committee, but I must express my extreme regret that the 
race was not postponed. 

Regarding the foul he wrote : 

I do not for a moment impugn the action of the Regatta 
Committee ; but I think myself entitled to call your attention 
to the protest, to a written statement handed in by me before 
giving verbal evidence, and to the terms of the decision of the 
Regatta Committee. 

To my statement I have little to add. I know that when 
we luffed to try and avoid a foul we were in danger of run- 
ning into the committee boat. I could see her just to leeward 
of our bowsprit, and so close to that I was within an ace 
of ordering the helm hard down instead of hard up, fearing 
we could not clear her ; but eventually we just scraped clear 
by putting the helm hard up. 

Neither vessel had her sheets in, this I can swear to, so 
can my representative on Defender, and the enclosed pho- 

[ 174 ] 



of THE AMERICA'S CVP ['«95] 

tograph proves it ; both were well off the wind, immediately 
before the foul. I stated and still hold that Valkyrie was 
pointing just well clear of the weather end of the line, namely, 
the committee boat; that we did not bear down, but that 
Defender luffed into us. But assuming me to be wrong, I 
fail to see what rule was broken. 

The rule that a vessel is not allowed to bear another 
vessel off her course in order to prevent her passing to lee- 
ward, is, I apprehend, intended to apply to a vessel sailing a 
definite course to some definite point. How can it apply 
to vessels manoeuvring for a start ? Under such circum- 
stances the only course that can be said to be given them is to 
get to the starting-line. Both vessels were off the Avind, 
Valkyrie about half a length ahead, to windward. There 
could not be any possible question of endeavoring to prevent 
Defender passing to leeward, as both vessels were practically 
at the line, the foul occurring about fifteen seconds before 
gun-fire. 

Defender had the whole length of the line clear to lee- 
ward ; she further had the two minutes additional handicap 
time, which her manager specially insisted upon, of which to 
avail herself. I fail to see how any rule could be broken 
unless we had borne her down on top of, or to leeward of 
the lightship, which represented the other end, or leeward 
end of the line. . . . 

While accepting the verdict of the Regatta Committee 
without demur, I am bound to say I think their judgment 
was given on a mistaken estimate of the circumstances of the 
relative position of the vessels in respect to the direction of 
the wind and the starting- line. I may further say, that 
being in the best possible position in a weather berth, (of 
which we could not be deprived), we had nothing to gain, and 
everything to lose, by causing a foul. I considered Defender 
responsible for the foul, and I ought perhaps to have pro- 
tested. But I thought it possible the foul at the last moment 
was accidental, and I refrained from protesting. 

I saw no protest-flag shown on Defender, nor, I may add, 
did Mr. Henderson, my representative on Defender. Had I 
been aware that Defender had protested, I would certainly 
have done the same. 

With regard to his turning back after crossing the line on the 
12th, Lord Dunraven reported : 

When I went to Sandy Hook on Thursday morning, I 
was in ignorance as to the intentions of the committee, but 
while I thought and hoped they would postpone the race, by 

[ 175 j 



[>89s] THE LAWSON HISTORY 

the simple process of hoisting letter G, (see sailing direc- 
tions), I crossed the line because I thought the agreement 
demanded it ; because I thought it the most courteous thing 
to do, and because I had told Mr. Canfield and Mr. Busk I 
would do so. Having crossed the line and returned, I con- 
sidered the match over, took down my racing flag, and hoisted 
the burgee of the New York Yacht Club, of which I have the 
honor of being an honorary member. I hoped that would have 
been construed as I intended it to be, into a sign of friendship 
and courtesy. It appears to have had an opposite effect. I 
had no idea, until the starting-gun was fired, what the com- 
mittee intended to do, or whether the Defender was aware 
of my decision, or whether any notice had been given to the 
public. . . . 

The contention that I broke my agreement by allowing 
Defender practically to walk over for the final race is scarcely 
worth considering. It was the business of the committee to 
keep a reasonably clear and safe course. It was not my busi- 
ness to dictate to them the means they were to employ. I 
could only warn them and ask them, and that I did over and 
over again. Failing a reasonably safe and fairly clear field, I 
was not bound by an agreement to sail the ship around the 
course under circumstances which gave her no fair chance. 
I fulfilled all strict liabilities by crossing the line. 

American yachtsmen did not agree with this view. Lord 
Dunraven agreed to sail a certain number of races. There was 
no agreement that the course should be clear. That the crowding 
of the course by steamers was objectionable nobody denied, but no 
one had the power to make a change for the better. Lord Dun- 
raven's protests bore good fruit, however, for before another series 
of races were sailed a way was found to keep the courses clear. 

As to the point made by Lord Dunraven regarding postpone- 
ment, the America's cup committee,^ in a special report written 
Dec. 14th, had this to say : 

It seemed to them [the committee] useless and undig- 
nified to delay the start for further parley with a challenger 
who in the middle of a contest had seen fit to advance new 
conditions in the form of an ultimatum, under a threat to 
withdraw. With a perfectly clear start and every indication 
of good intentions on the part of accompanying vessels, it 
seems to us impossible to justify Lord Dunraven's conduct as 
a sportsman in not starting and sailing the race at least until 
such time as he had reason to complain that his vessel was 
suffering from interference. 

[ 176 ] 



of THE AMERICA'S CVP C'89s] 

Lord Dunraven's attitude was a disappointment to American 
yachtsmen. He knew crowding was a condition to be met in 
yacht races here, as everywhere. He made trouble through a 
vague charge of fraud, then shifted ground and refused to sail 
because he was not assured a clear course. That he sincerely 
believed himself right there can be no question, though his judg- 
ment cannot well be commended. That he was badly advised 
there seems little doubt. When he returned to England he was 
easily the most unpopular Englishman who ever left this country. 
It is hard to justify, in American eyes, what is popularly called 
" quitting," no matter what motives govern the act. There is a 
feeling in this country that a sportsman should ' ' take his medi- 
cine " when once embarked in a sporting venture, come what 
will. This Lord Dunraven did not do. 

While the Dunraven affair was before the public the New 
York Yacht Club received a challenge on behalf of Mr. Charles 
Day Rose, from the Royal Victoria Yacht Club, under date of 
Sept. 28th. It was as follows : 

J. V. S. Oddie, 

Secretary/, New York Yacht Club. 
Dear Sir, — I, on behalf of the Royal Victoria Yacht Club, 
and in the name of Charles D. Rose, a member of the club, 
challenge to sail a series of matches for the America's cup in 
1896, with the cutter yacht Distant Shore, load water-line 89 
feet. 

In the event of this challenge being accepted I should be 
obliged if you would kindly inform me what dates, courses 
and conditions the New York Yacht Club will propose to 
govern the races. 

Percy Thelusson, 
Secretary, Royal Victoria Yacht Club, 

This challenge was accepted on October 14th, 1895, and the 
conditions were forwarded the next day. These conditions were 
in the main identical with those that governed the races between 
Defender and Valkyrie III., with a few additions, some of which 
were suggested by the Dunraven affair. The four chief additions 
were : The vessels when measured to be distinctly marked " at 
the load water-line at the bow, and as far aft as possible ; " the 
regatta committee reserved the right to postpone the start in the 
event of undue crowding about the line ; the time limit was to be 
five and a half instead of six hours, and the limit of crew to be 
fixed at one man for every two feet of racing length. 

On October 22d Mr. Rose withdrew his challenge, " in view of 
repeated comments that it might be construed as an expression of 
opinion on Lord Dunraven's action in connection with the last 
.2 [ 177 ] 



[i89S] 



THE LAWSON HISTORY 



races." Mr. Rose's challenge was the subject of considerable 
comment, being called by one English critic ' ' an after-dinner 
affair," while there was considerable speculation among American 
yachtsmen as to what influenced him to withdraw it. Mr. Rose 
was London representative of a New York banking house, and had 
lived many years in the United States. He was connected with 
turf sports, but was not a yachtsman. His proposed challenger 
was to be from the designing board of George L. Watson. She 
was eventually built in 1899, but not on the dimensions indicated 
in Mr. Rose's challenge. She was not launched until the spring 
of 1901, when she was purchased by Kenneth Clark, Esqr., of 
Paisley, and was christened Kariad. Her racing in the Clyde, 
in 1901, showed her to be a smart boat, though not of the cup 
class. Her load water-line length was 80 feet, overall length 108 
feet, beam 20 feet, and draft 17 feet. 



55gS^^ 




<7(y- 



[178] 



THE HOME OF THE NEW YORK YACHT CLUB 

From a pen drawing by H. A. Dennison, after a photograph. 




of THE AMERICA'S CVP [X89S-896] 

LORD DUNRAVEN MAKES CHARGES 
OF FRAUD AND A HEARING IS HELD 
ON THEM: 1 895-1 896. CHAPTER XII. 

ORD DUNRAVEN returned to England shortly 
after the races, sailing from Newport, where he 
received considerable social attention, on the ship- 
rigged steam-yacht Valhalla, owned by Joseph 
Frederick Laycock, Esqr., of the Royal Yacht 
Squadron. On October 24th the America's cup 
committee of the New York Yacht Club made 
■w^^!<'//'"*^-«*v ^^^ report to the club on the cup races. In 
^^'^-ji^^^I^ this report there was mention of the complaint 
made by Lord Dunraven on September 7th, to the effect that he 
believed Defender sailed the first race on a longer water-line than 
she was allowed. This complaint, the committee stated, had been 
regarded as a call for remeasurement solely, the imputation of 
fraud being so vague as to be overlooked. The boats were re- 
measured on the 8th of September, and their water-lines were 
found to be practically the same as when they were measured 
on the 6th for the races. This, the committee believed, ended 
the matter. 

The committee's report was given to the press. The impu- 
tation of Lord Dunraven not having been pressed by him, and 
being treated as something which had been settled by the accep- 
tance of the remeasurement, did not excite a very great degree 
of interest when the report was published, as the public was 
already tired of the subject. 

Intense indignation was aroused, however, on November 9th, 
when cabled reports from London stated that Lord Dunraven had 
published in the London Meld an article reiterating in plain lan- 
guage the imputations of fraud contained in his request for re- 
measurement of the boats made on the 7th of September. 

The article in the Field was identical with a pamphlet Lord 
Dunraven had written on the subject, and contained his official 
report of the races, with the charges of fraud reiterated therein, 
that he had sent to the Royal Yacht Squadron, under whose flag 
he sailed. 

Lord Dunraven' s statements pertaining to the alleged fraud 
were as follows : 

The first race was sailed on September 7th. I am of 
opinion that Defender did not sail on her measured L. W. L. 
length during that race. 

[ 179] 



[x895-i«96] THE LAWSON HISTORY 

I should first explain that, to the best of my belief, none 
of the gentlemen interested in Defender lived on board of her 
or on board of her tender, the Hattie Palmer ; that Defend- 
er's crew slept on board her, and that, in consequence, a 
good deal of material, and men's cots, etc., had to be trans- 
ferred backwards and forwards between the Hattie Palmer 
and Defender. A good opportunity was afforded us of ob- 
serving Defender when she lay close to us in the Erie Basin 
previous to docking after her final trial race with Vigilant, on 
August 31. When she came into the basin to be measured 
on September 6th it was plain to me, as to all on board the 
City of Bridgeport [Valkyrie's tender], that she was floating 
considerably higher than on former occasions. That was, of 
course, quite unobjectionable. I may mention that accord- 
ing to Mr. Hyslop, the official measurer, Defender was some 
six inches shorter when measured for the cup races than when 
measured for Goelet cup races. Both yachts lay inside Sandy 
Hook on Friday night ; Defender's tender, the Hattie Palmer, 
lay alongside her, and the crew were at work from dark to 
one in the morning. On Saturday morning my attention was 
drawn by those on board the City of Bridgeport, including 
representatives of her American crew, to the fact that De- 
fender was visibly deeper in the water than when measured. 
She so appeared to me ; but as her tender was alongside and 
engaged, apparently, in taking material out of her, it was 
impossible to form a definite opinion at that time. 

When I put Mr. Henderson, my representative, on board 
Defender, about 9 a.m., after the Hattie Palmer had left her, 
I felt perfectly certain that the Defender was immersed deeper 
than when measured. Not only was her bobstay bolt nearer 
the water, which might have been the result of alteration of 
trim, but judging by the line of bronze plating, and by the 
fact that a pipe amidships which was flush with the water 
when measured, was nowhere visible, she was, in my delib- 
erate opinion, floating about four inches deeper in the water 
than when measured. 

I was reluctant to make a formal complaint to the cup com- 
mittee on a matter which it was, of course, impossible for me 
to verify ; and in any case nothing could be done before the 
races started ; but as soon as Mr. Latham Fish, a member 
of the committee, came on board Valkyrie, as Defender's 
representative, and before the races started, I stated the 
whole case to him ; told him I thought some mistake had 
been made, and that all the weight put into Defender after 
measurement had not been taken out before the race ; that I 
was positively certain that she was sailing at least a foot 

[180] 



CHART OF WATERS OVER WHICH ALL CHAL- 
' LENGE RACES FOR THE AMERICA'S 
CUP HAVE BEEN SAILED 



\ 
I 



of THE AMERICA'S CVP [1895-1896] 

beyond her proper length, and I requested him to take the 
earliest opportunity of mentioning the matter to the committee. 
Mr. Fish asked me what suggestions I could make, and I 
replied to the effect that I wished the committee to put one of 
the members, or some reliable representative, on board of each 
yacht immediately after the race, and to have both vessels 
remeasured, if possible, that evening. If that were impos- 
sible, then that the members of the committee, or their repre- 
sentatives, should stay on board in charge of the vessels until 
they were measured ; that the L. W. L. should be marked 
on both vessels externally in such a way as to be plainly visi- 
ble, and that the committee should take any other steps they 
thought desirable to insure that the yachts should not exceed 
their L. W. L. length when racing. 

I put Mr. Fish on board the committee boat immediately 
after the race. No action was taken that evening, beyond 
ordering the vessels to be remeasured and marked externally 
on the day following. No members or representatives of the 
committee were placed in charge pending the measurement, 
as I had requested. 

Had this been done my contention that Defender exceeded 
her measured length and the extreme limit of length imposed 
by the agreement and deed of gift, namely, ninety feet, would 
have been proved or disproved. Defender lay Saturday night 
at Bay Ridge with the Hattie Palmer alongside of her. Both 
yachts were measured on the following day, (Sunday after- 
noon), when their L. W. L. length was found to be practi- 
cally the same as when measured on the Friday previous ; 
but obviously that fact affords no proof that either or both of 
them had not exceeded the measured length when sailing on 
Saturday. 

The New York Yacht Club at once took cognizance of the 
utterances of Lord Dunraven. Mr. C. Oliver Iselin, managing 
owner of Defender, addressed a letter to the club dated November 
18th, 1895, in which he stated Lord Dunraven "knew perfectly 
well, as every gentleman knows," that what he charged was "a 
practical impos s ibility . " 

" I consider myself, therefore, as standing before the world 
solemnly charged by Lord Dunraven," wrote Mr. Iselin, " with 
an offence as base as possibly could be imputed to a sportsman 
and a gentleman, and which I indignantly resent and repel, and 
more than that : with having betrayed the confidence of my asso- 
ciates in the ownership of the Defender, the trust placed in me 
by the New York Yacht Club, and the good name of my country, 
whose reputation for fair play was involved in the contest. 

[181] 



[IB95-I896] THE LAWSON HISTORY 

' ' Relying in its belief in my integrity, the New York Yacht 
Club deemed itself justified in placing its honor and that of the 
country in my hands in the conduct of the race. I could not have 
imagined that in assuming that trust I should expose myself and 
you to such gross imputations. But now that they have been 
made, I place myself in your hands, in order that the club may 
take such steps as it sees fit, not alone to vindicate the Defender 
and the honor of her owners, but also to refute the imputation cast 
upon the good faith of the club and the country." 

The club acted on Mr. Iselin's letter on the same day it was 
written, by adopting a resolution appointing a committee of in- 
quiry. The resolution was as follows : 

Whereas, the London Field has lately made public certain 
charges purporting to have been made by the Earl of Dun- 
raven, in reference to the recent America cup races, sailed 
under the challenge of the Royal Yacht Squadron ; 

Whereas, this club is of opinion that notwithstanding the 
extraordinary conduct of the Earl of Dunraven in respect to 
the time and manner of making such charges, it is due to its 
honor and dignity that suitable action should be taken in 
relation thereto ; 

Resolved, that Messrs. J. Pierpont Morgan, William C. 
Whitney and George L. Rives, are hereby appointed a com- 
mittee with power, in their discretion, to add to their number, 
to whom the matter of said charges is hereby referred ; and 
that such committee shall have full power to represent this 
club in reference to the matter, and to take, on behalf of the 
club, and in its name, any action which may seem to them 
proper in the premises. 

At the meeting at which these resolutions were adopted, a 
letter from H. Maitland Kersey, American representative of Lord 
Dunraven, was read, which contained the statement that 
Lord Dunraven, "while he thinks it is now too late to investi- 
gate," had expressed, by cable, his willingness to " come over here 
and place himself at the disposal of the club or of its committee." 

The committee on November 23d addressed the following 
letter to Mr. Richard Grant, the secretary of the Royal Yacht 
Squadron : 

At a special meeting of the New York Yacht Club held on 
Monday, Nov. 18th, the undersigned were appointed a com- 
mittee to represent the club in the matter of certain charges 
made by the Earl of Dunraven in reference to the recent 
America's cup races, and published in the London Field of 
November 9th, 1895. 

[ 182 ] 



of THE AMERICA'S CVP i^^s-^^ej 

The article in question expressly charges that after being 
measured for the cup races in September last, the yacht 
Defender was surreptitiously loaded so as to sink her four 
inches deeper in the water ; that she sailed in that condition 
in the first day's race ; and that immediately after that race 
the ballast so loaded was secretly removed, so that when 
measured the next day (Sunday) no discrepancy was found 
to exist between the two measurements. While Lord Dun- 
raven intimates that the owners of the yacht were not per- 
sonally cognizant of the fraud, the charge is none the less 
explicit. 

It appears from Lord Dunraven's article that this state- 
ment as published in the Meld is ' ' mainly extracted ' ' from 
a letter which he sent to the secretary of the Royal Yacht 
Squadron on September 24th last. We therefore beg to in- 
quire whether the charges last mentioned have been laid 
before the Royal Yacht Squadron, and whether any and what 
action has been taken by the Squadron upon the subject. 

In view of the grave imputations thus made by the repre- 
sentative of the Royal Yacht Squadron in an international race 
between the two great yacht clubs, the New York Yacht 
Club feels that the most searching and complete investigations 
of the facts and of the charges against the representatives of 
the New York Yacht Club should be promptly begun. It is 
our purpose to conduct such an investigation so as to satisfy 
every fair-minded man on either side of the Atlantic ; and to 
that end we have already communicated with the Earl of 
Dunraven and requested his presence in accordance with the 
offer made by him. 

The result of the investigation, with all testimony taken, 
will be transmitted to you. 

J. PiERPONT Morgan. 
W. C. Whitney. 
G. L. Rives. 

Mr. Grant's reply, on behalf of the Royal Yacht Squadron, 
was as follows : 

R. Y. S. Castle, Cowes, 

4 December, 1895. 
Gentlemen : You will have received my cables of the 27th 
ultimo and of yesterday's date. Your cable to me of the 
24th November was yesterday laid before the America cup 
committee of the Royal Yacht Squadron. They request me 
to say that the Squadron has taken no action in the matter. 
The complaint of the Earl of Dunraven, that the request 
made on Saturday, the 7th September, to Mr. Latham Fish 

[183 1 



[X89S-I896] THE LAWSON HISTORY 

to have both vessels remeasured that evening, and if that 
was impossible, that the members of the committee, or their repre- 
sentatives, should stay on board in charge of the vessels until they 
were measured, was not complied with, and all that followed 
in consequence of the non-compliance with that request ap- 
pears to the committee to be purely a personal affair of Lord 
Dunraven's, and not a matter in which the Royal Yacht 
Squadron can interfere, nor does Lord Dunraven request 
them to do so. I have the honor to be, 
Gentlemen, 

Your Obedient Servant, 

Richard Grant, 
Secretary, R. Y.S. 

The italicized words above, (our own), represent the base of 
Lord Dunraven's claim that in addition to being cheated he was 
denied an opportunity at the time of the alleged fraud to prove 
what he believed — a view officially shared by the Royal Yacht 
Squadron, as appears from its letter here quoted, which put it on 
record as dismissing the whole subject on the ground that if fraud 
were committed and covered up, redress was impossible, and 
nothing remained of the matter except Lord Dunraven's personal 
grievance. 

That this assumption was offensive to the members of the New 
York Yacht Club appears from the club's decision that a full judi- 
cial inquiry was essential, as well as from the promptness with 
which this inquiry was dispatched. 

Capt. Alfred T. Mahan, U. S. N., the foremost authority on 
maritime matters, was invited to join the committee, and did so, 
as did also Mr. Edward J. Phelps, former minister to England. 
It will be seen that the committee was, therefore, a representative 
body. 

Three days after the appointment of this committee of inquiry, 
Lord Dunraven repeated his charges, and sought to justify them, 
in a speech delivered in Cardiff, Wales. 

In this speech Lord Dunraven compared the ethics of the 
Anierica's cup races with those of horse-racing, and asked what 
the public would think of a jockey who did not " weigh in " until 
the next day after a race, the inference being that fraud was as 
tempting to those in charge of a cup defender as to a jockey at a 
race track. The cup races, he declared, were not conducted with 
close enough official scrutiny. He had protested against such con- 
ditions, and felt that had the cup committee heeded his protests 
" a little more seriously, it would have been better for all." He 
was annoyed, he said, most of all, by the claim that he was ac- 
tuated by animosity toward the American people. 

[ 184 ] 



of THE AMERICA'S CVP [^395-^96] 

"Others accuse me," he said, " of being the victim of 
pique, spite or passion, and strangest delusion of all, a storm of 
indignation is passing over the United States at my treachery in 
formulating the new charge from the safe distance of three 
thousand miles. That astounds me, and I resent it, for to do 
such a thing would be mean and contemptible, as mean and 
contemptible as saying behind a man's back something one dare 
not say to his face." 

Lord Dunraven then said that in his statements he had accused 
no one, and recited the circumstances of September 7th as he re- 
called them. "But yet," he continued, "an attempt is now 
made to prejudice me in the eyes of the two countries by accusing 
me of making from the security of home an entirely new charge, 
which I dared not make on the other side of the Atlantic. And 
the charge is stigmatized as a most gross and deliberate insult. 
Well, if it be an insult now, it certainly was an insult when 
it was made ; and I cannot but think that this violent hurricane of 
indignation would have carried more conviction had it burst upon 
my devoted head at the time the complaint was made, while I was 
in America and could have stood up for myself. I confess it 
seems a little out of date now." 

Lord Dunraven went on to say that he never would have 
alluded to the matter after it was once dropped had not the New 
York Yacht Club made public the cup committee report October 
25th. Under the circumstances, he said, " I was bound to make 
my position clear." 

After reviewing his complaint of September 7th Lord Dun- 
raven said : "I also requested that both vessels should be taken 
charge of by the committee until they were remeasured, and that 
remeasurement should be made, if possible, the same day, and 
that all-important part of my request was ignored. I say all- 
important, because obviously to leave vessels alone to their own 
devices for twenty-four hours, and then measure them, proves 
absolutely nothing." 

The above abstracts are from the manuscript of Lord Dun- 
raven's speech, as produced at the New York Yacht Club hear- 
ing. 

Pending the sitting of the committee of inquiry, the America's 
cup committee of the New York Yacht Club addressed to the club 
a statement, under date of December 14th, which was a reply m 
detail to Lord Dunraven's charges as set forth in his pamphlet. In 
this communication the cup committee stated : " Lord Dunraven 
is in error in asserting that he asked or suggested that a watch be 
placed on both vessels until measured." 

The committee pointed out that a charge of such gravity as that 
made by Lord Dunraven should have been made the basis of a 

[ 185 J 



[IB9S-X896] THE LAWSON HISTORY 

formal complaint, and showed that he had ample time before the 
race on the morning of September 7th ' ' to signal a protest and 
announce his refusal to race an opponent whom he suspected of 
fraud, until an investigation of the accusation and the evidence had 
been secured. In that way a remeasurement could have been 
secured that day, and the charge verified if true. 

" The charge was of a disgraceful and shameful action," the 
statement continued, "and in order to receive attention it de- 
manded to be presented in an unqualifiedly formal manner. As 
a matter of fact it was made in an informal, verbal message unac- 
companied by protest or signed statement of any kind, and was 
coupled with inadmissible pleas advanced by the accuser, to the 
effect that the owners were probably ignorant of the alteration, and 
that it was due to a mistake. 

" As a basis of treating the Defender as an accused criminal, 
the charge was founded on most illusory and insufficient facts." 

Continuing, the committee summed up the case thus : 

" The accuser had neglected his opportunity to protest before 
the race, and so secure a remeasurement that day, and in view of 
such neglect the onus of taking up the charge of fraud did not rest 
on the committee, and a fortiori, they were not bound to have 
recourse to methods unprecedented in the history of American 
yacht-racing. 

" The charge involved the transference of 20,000 to 30,000 
pounds of weight, and the connivance bf the whole crew of the 
American yacht and her tender, and was considered by the com- 
mittee absurd and preposterous. 

" The committee decided to treat the complaint simply as a call 
for remeasurement, and to disregard all imputations of fraud ; and 
by so doing to force upon the accuser the issue either to support 
his charge and protest against his treatment by the committee, or 
to drop the subject and go on with the match. 

"We maintain that the circumstances justify such a treat- 
ment of the matter by the committee. Lord Dunraven did not 
go on with the match until a further grievance induced his with- 
drawal, and he made no further reference to the subject in his 
dealings with the committee. We maintain that the committee 
were entitled to regard his action in continuing the contest after 
his complaint as tantamount to a withdrawal of his charges, and 
an acknowledgment that he no longer had grounds of complaint, 
and that he was also in honor bound to so regard it. 

"If this is so the statement in the Field of November 9th, 
that Defender sailed the first race immersed below her measured 
load water-line, must in justice to Lord Dunraven be considered not 
as a recurrence of his former complaint, but as a new accusation, 
and must in justice to the owners of Defender be treated as such." 

[186] 



^THE AMERICA'S CVP [«b9s-,896] 

The inquiry began Friday, December 27th, 1895, in the 
model-room of the club-house, then at 67 Madison Avenue. Hon. 
E. J. Phelps was chairman of the committee. Mr. C. Oliver 
Iselin was present with his counsel, Hon. Joseph H. Choate, 
afterward American ambassador to the Court of St. James. The 
Earl of Dunraven was also present with Mr. G. R. Asquith, a 
prominent Elnglish lawyer, as counsel. The inquiry lasted until 
Tuesday, December 31st, there being morning and afternoon 
sessions. Lord Dunraven was obliged to leave on the 28th to 
return to England. 

As the affirmative of the proposition was upon Lord Dunraven, 
his side was heard first. His pamphlet was introduced, as well 
as a copy of his Cardiff speech of November 21st. 

Lord Dunraven' s position in the hearing was that he was there 
to assist the committee by answering whatever questions were 
put to him, but that the time for proving or disproving his 
statements made on the 7th of September had passed, and he 
would try to prove nothing before the committee. 

Explanation as to why Lord Dunraven had published his 
pamphlet was made by his counsel, Mr. Asquith, in his opening 
remarks. He stated that Lord Dunraven had agreed with Mr. 
Kersey, and, he understood, Mr. Kersey with Mr. Smith, chair- 
man of the America's cup committee, that nothing should be made 
public concerning the load water-line matter ; that Mr. Kersey, 
agreeable to Lord Dunraven' s request, cabled the Royal Yacht 
Squadron, after Lord Dunraven's departure from this country, not 
to make public that part of his report to the squadron relating to 
the subject in question, but that inasmuch as the America's cup 
committee had reviewed the subject in a report to the New York 
Yacht Club, and some of this report had found its way into 
the American newspapers on October 25th, and one of the New 
York papers had printed it under a head ' ' Dunraven Cried 
Fraud," Lord Dunraven was moved to publish his pamphlet, 
which embodied his report to the Royal Yacht Squadron, and much 
additional matter. 

The onus for publicity was placed therefore on the New York 
Yacht Club by Lord Dunraven's counsel. 

Lord Dunraven's reasons for publishing his charges were thus 
set forth by his counsel : 

In the estimation of certain people an implication of fraud 
had been made, and according to the defence of the Amer- 
ica's cup committee, they considered that an imputation of 
fraud had been made ; but no particular notice or excitement 
seems to have occurred until Lord Dunraven, having received 
a cable message as to this statement, a statement contrary to 

I 187 ] 



[.g95-B96] THE LAWSON HISTORY 

what he understood was the agreement, contrary to what 
he knew in his own mind to be the facts, and making it 
appear that he had frivolously and absurdly made a com- 
plaint which he did not think anything of, and which he did 
not believe to be true, knowing that the evidence of his senses 
was that on which he founded this fact, published his pam- 
phlet. In the pamphlet he complains of the action of the com- 
mittee, and restates and reiterates what he had already stated 
on September 7th ; what he had already stated to Mr. 
Grant, the secretary of the Royal Yacht Squadron ; what 
was apparently known to Mr, Smith ; what the cup com- 
mittee themselves considered to have been an imputation of 
fraud, and what some at least of the newspapers also con- 
sidered an imputation of fraud. Whether it was an imputa- 
tion of fraud is another matter. 

The testimony of Mr. Latham A. Fish before the committee on 
the "all-important" point of Lord Dunraven's request, namely, 
that the boats be taken in charge by the committee pending remeas- 
urement, did not agree with the statement of Lord Dunraven. 

Mr. Fish affirmed that no such request was made of him, and 
produced a written memorandum of his conversation with Lord 
Dunraven on board Valkyrie, which, he testified, he read at the 
time to the earl, who approved it, after suggesting a correction, 
which was made. No mention of such a request appeared in the 
memorandum. 

Lord Dunraven testified he recalled the memorandum, but 
could not recall its being read to him. 

It was affirmed by members of the cup committee that the 
committee never received any request to put men aboard the 
yachts, and that the first they learned of Dunraven's claim that 
such a request had been made was from the Field. In a letter 
to Mr. Kersey dated September 27th, Dunraven had written, " I 
don't know whether Fish ever told the committee I wished the 
ships measured immediately after the race." No mention was 
made in this letter of a request to put men aboard. 

In giving his testimony regarding his conversations with Lord 
Dunraven on the Valkyrie Mr. Fish was asked by Mr. Choate : 

Q. Did he [Dunraven] say in that conversation [on the 
Valkyrie] that he requested or insisted that the committee 
should take charge of the Defender, or of the Defender and 
Valkyrie, until the remeasurement should take place, or 
should put a representative on board, or anything to that 
effect ? 

A. No, sir. 

[ 188 ] 



^THE AMERICA'S CVP [X895-.896] 

Q. You are sure of that, are you ? 
A. Very positive. 

Witness related that after the outer mark was turned the sub- 
ject was brought up a second time, the first conversation being 
before the start. He and Lord Dunraven went below, and Mr. 
Kersey supplied Mr. Fish with a pad on which Mr. Fish wrote 
Lord Dunraven' s request for remeasurement. 

Q. Now, as you wrote did you read, or did you com- 
municate the contents of that paper to Lord Dunraven in any 
way? 

A. Every word of it. I read it to him as I wrote. He 
was sitting close by my side. 

Witness explained that Lord Dunraven wanted the memo- 
randum "made stronger," and that he, witness, added three 
words to it. The memorandum when finished read : 

Lord Dunraven believes from his own and observation of 
those on Valkyrie IIL and City of Bridgeport, that Defender 
sailed to-day's race three (3) or four (4) inches deeper than 
when measured. Bobstay. Pipe. D. Captain of B. 
Pilot, Glennie. Ratsey. Kersey. 

(D, for Dunraven, " Captain of B." for Captain of Bridgeport. ) 

The words "his own and" Mr. Fish testified were inserted 
at Lord Dunraven' s request to make the document stronger. 

Lord Dunraven's testimony on the point of the message was 
not conclusive. He remembered Mr. Fish writing some notes 
during their conversation, but did not recall that the notes were 
read to him. In fact he testified that he was " pretty sure " Mr. 
Fish did not read him the notes. He did not recall suggesting 
the insertion of the words "his own and" in the notes. He 
insisted, however, that he had made a request that the boats be 
taken in charge by the committee. 

Mr. Fish's testimony, being supported by his notes, had the 
greater weight with the committee of inquiry. 

The witnesses examined on behalf of Mr. Iselin included Mr. 
Nathaniel G. Herreshoff, designer of Defender, Mr. John Hyslop, 
measurer of the New York Yacht Club, Capt. "Hank" Haff, all 
Defender's crew except five who were at sea at the time, and 
various other persons known to have information on the subject. 

It was testified that Defender carried eighty-five tons of fixed 
ballast in her keel. In the trial races Defender had sailed with- 
out loose ballast, but with her water tanks, bulkheads, fittings, 
etc., on board, according to the New York Yacht Club rules, and 

[ 189 ] 



[,895x896] THE LAWSON HISTORY 

as she was an extremely powerful and " stiff" boat, no motive 
existed for increasing her ballast. On the arrival here of Valkyrie 
it was found that she had been stripped of her bulkheads, tanks, 
etc., and could not comply with the New York Yacht Club rule 
regarding them. A clause was therefore placed in the detailed 
agreement with Lord Dunraven, signed September 4th, waiving 
that rule. This made necessary the removal of Defender's tanks, 
bulkheads, etc. The boat, then at New Rochelle, Mr. Iselin's 
home, was therefore stripped on September 4th and 5th of bulk- 
heads, tanks, etc., as Valkyrie had been. To replace the 
weight thus removed, two tons of lead, consisting of forty-two pigs, 
were put aboard at New Rochelle. It was found insufficient to 
bring her down to her former load water-line, and on September 
6th, the day of the measuring of Defender and Valkyrie for the 
races, another ton, consisting of twenty-one pigs, was put aboard 
Defender at Erie Basin, and placed temporarily on the cabin 
floor, until it could be stored. That evening, it being found that 
the pigs, to be stored properly, must be cut in two, the lead was 
taken aboard the tender Hattie Palmer in the Horseshoe at Sandy 
Hook, each pig cut in two, and the forty-two pieces then carried 
back to Defender and stored. The work observed by Lord Dun- 
raven on board the boat that night was the handling and cutting 
of this lead, as well as work being done by a party of riggers 
from New York who were putting on new wire bridles for the 
main-sheet blocks. This latter work lasted until three o'clock 
in the morning. 

Defender's load water-line with her tanks, etc., aboard was 
88.85 feet. With these removed and three tons of lead substi- 
tuted, it was found to be by the measurement of September 6th 
88.45 feet, or about 4.8 inches less. 

Evidence introduced before the committee by Mr. Louis P. 
De Luze, a civil engineer, showed that he found by observation 
and careful measurements that with Defender lying in still water 
on an even keel, the pipe hole observed by Lord Dunraven in the 
side of Defender, which was the discharge of her bilge pump, was 
below the water-line, and therefore not visible. At the request of 
the committee, Capt. Mahan secured from the Brooklyn navy yard 
the services of Mr. Frank W. Hibbs, assistant naval constructor 
in the United States navy, who examined the yacht, and reported, 
without knowing of Mr. Dr Luze's measurements, that the hole 
in question was below the load water-line. He also noted, by 
experiments, that trimming by the head would be produced to the 
extent of two and a half inches by the shifting of thirty men from 
the centre of gravity to the men's berthing-quarters forward. 
This would account for the bobstay bolt being nearer water at 
some times than at others. 

[190] 



of THE AMERICA'S CVP [1895x896] 

Further evidence showed that the discharge hole in the yacht's 
side could be brought into view in still water by a list to 
starboard caused by any one of a number of causes, such as the 
weight of the main-boom if it inclined to starboard. 

Mr. Herbert C. Leeds, a Boston yachtsman, who was on 
Defender just before she was measured in Erie Basin, testified that 
he noticed her main-boom rested slightly to starboard, and that he 
called Capt. Half's attention to it before the measuring. It was also 
shown by testimony that there was a slight ripple on the water in- 
side Sandy Hook the morning of the 7th, as well as a slight roll, 
that might have made Defender's water-line appear longer than 
when the boat lay in the still water at Erie Basin. 

The examination of Capt. Haff regarding the handling and 
cutting of the ton of lead taken out of Defender and put back on 
the evening of September 6th included the following questions 
and answers : 

Mr. Choate : From the time of the measurement until 
the Hattie Palmer left was any lead or ballast or water taken 
on board the Defender ? 

A. Not a pound of anything. 

Q. What happened during the hour or more that the 
Hattie Palmer lay alongside the Defender in the Horseshoe 
from half-past eight or nine on ? 

A. This lead that we had on the cabin floor was taken 
out to the Palmer on her sampson post, a good solid block, 
and we cut it. It was there cut in two and put back again 
on the Defender and passed below. 

Q. Did you take part in the cutting ? 

A. I did, I held the chisel to cut every pig that was cut. 

Q. Was any lead introduced into the Defender from the 
Hattie Palmer except what had been brought from the De- 
fender to be cut and carried back ? 

A. Not a pound. 

Q. Or anything else of any weight ? 

A. Nothing. 

Mr. Choate sharply cross-examined Lord Dunraven. The 
following questions and answers occurred in the cross-examination : 

Q. Then you think there were three deceptions practised : 
taking out ballast before she [Defender] was measured on the 
6th, putting it in again after she was measured, on the 7th, 
and taking it out again before she was measured on the Sun- 
day, [the 8th] , do you ? 

A. Yes. 

[191] 



[.89S-.896] THE LAWSON HISTORY 

(Lord Dunraven later in the inquiry qualified his answer to this 
question by saying there "may have been" three deceptions 
practised.) 

Q. Why did you not signal a protest before the race be- 
gan on the morning of the 7th, being perfectly sure, as you 
were, that this fraud had been committed to the extent of 
immersing her [Defender] four inches deeper than when she 
was measured Friday morning ? 

A. Signalling a protest, according to my idea of the mat- 
ter, is showing that you intend to make a protest against 
some foul or something of that kind during a race. I do not 
think it would be applicable in cases like this. 

Q. And yet, as I understand the statement rendered by 
your counsel, a reason was given for not doing it, was there 
not, — namely: that it would disappoint 60,000 people who 
had collected there to see the race ? 

A. Yes ; that is another matter. 

Q. You sailed that race that day, believing that some- 
body was trying to cheat you, did you not ? 

A. I sailed that race that day believing the Defender 
was immersed too deep in the water. 

Q. Yes, and believing that a fraud was being committed 
upon you ? 

A. If you like to put it that way. 

Lord Dunraven affirmed he beheved the committee would have 
refused a remeasurement before the race had he demanded it, and 
that had the committee measured the boats immediately after the 
race it would have served as well. 

It was shown by testimony that the boats could not have been 
measured before dark after the race, and that measuring them by 
artificial Hght was impracticable. 

Lord Dunraven testified that he believed his request that men 
be placed on board the racers pending a remeasurement all- 
important. 

Mr, Choate, Were you willing to continue racing with 
another boat on which you believed a fraud was committed, 
and where the cup committee had refused to give you an 
opportunity to prove the fraud ? 

A. Certainly. . . . 

Q, You believed, did you not, on the evening of the 7th, 
that the cup committee and the people on the Defender knew 
of the fraud, or of your charge of fraud ? 

A. Knew of the complaint. 
[ 192 ] 



^THE AMERICA'S CVP [1895-^96] 

Q, You believed at the close of the affair on Sunday 
night that this fraud had been successfully committed, and 
that the proof of it had been lost, did you not ? 

A. The proof was lost, yes. 

Q. Why . . . did you consent to sail on the second 
day's race ? 

A. Because the vessels had been marked. 

Q. You were willing to sail with a fraudulent party, with 
a fraudulent rival, under a cup committee who refused you 
any opportunity to prove the fraud, because on Sunday the 
water-line had been marked, is it so ? 

A. Quite so, excepting of course, your definition of the 
transaction as "fraud" and "fraudulent," all the time. I 
rather demur to that. 

Q. Well, you have concurred in it once or twice. Have 
you ever continued a sport of any kind after such a dis- 
covery by you except in this instance ? 

A. It never occurred to me before to have found myself 
in that position. 

Q. That is, it has never occurred to you before to be 
engaged in a contest, and continue in it after you believed you 
had been defrauded ? 

A. Quite so. 

The investigating committee in the report of its findings to 
the club reviewed the case in detail. 

"The fraud that is involved in the charge thus made," the 
report stated, "if it is found to be true, is a very grave one, 
utterly destructive to the reputation of all who should appear to 
have been concerned in it, and especially odious under the circum- 
stances of a friendly contest between citizens of different countries, 
exciting international interest, and supposed to be conducted by 
gentlemen, upon a high plane of honor and mutual confidence. 

" From the magnitude and difficulty of the operation necessary 
to its consummation, it must unavoidedly, if it occurred, have been 
participated in, not only by Mr. Iselin and those concerned with 
him in the management of the Defender, but by all the officers 
and crew of that vessel, and many others incidentally employed. 

"It appeared from the evidence of Mr. Herreshoff, the de- 
signer of the Defender, confirmed by other witnesses, that to have 
produced an increased immersion of one inch on the Defender 
would have required 7135 pounds of additional weight or about 
three and one-fourth long tons ; and an immersion of four inches 
about thirteen tons ; that an immersion of one inch would have 
lengthened the load water-line eiglit inches and in the same pro- 
'5 [ 193 ] 



[I89S-X896] THE LAWSON HISTORY 

portion for each additional inch of immersion. If such a result 
was produced, therefore, all the weight thus shown to be re- 
quired must have been removed from the vessel before the first 
measurement on the 6th, replaced during the night of that day, 
and again removed during the night of the 7th, in time for the re- 
measurement on the 8th. And this was Lord Dunraven's theory 
as finally stated upon cross-examination. 

' ' Such a fraud should not even be charged without due regard 
first, to the established character of those upon whom the imputa- 
tion of guilt must fall, and second, to the kind and degree of the 
evidence on which it rests. To justify even accusation, suspicion 
must at least be reasonable ; yet upon the hearing before the com- 
mittee, the evidence above summarized and hereafter appended 
in full, so slight, so extremely liable to mistake, is all that is 
offered in justification of the charge publicly made in the London 
Field:' 

The finding of the committee upon the evidence was as 
follows : 

Upon a careful consideration of the whole case, the com- 
mittee are unanimously of the opinion that the charge made 
by Lord Dunraven, which has been the subject of this inves- 
tigation, had its origin in mistake : that it is not only not sus- 
tained by evidence, but is completely disproved ; and that all 
the circumstances indicated by him as giving rise to his sus- 
picion, are entirely and satisfactorily explained. They deem 
it, therefore, but just to Mr. Iselin and the gentlemen con- 
cerned with him as well as to the officers and crew of the 
Defender, that the committee should express emphatically 
their conviction, that nothing whatever occurred in connec- 
tion with the race in question, that cast the least suspicion 
upon the integrity or propriety of their conduct. 

And the committee are not willing to doubt, that if Lord 
Dunraven had remained present throughout the investigation, 
so as to have heard all the evidence that was introduced, he 
would of his own motion have withdrawn a charge that was 
so plainly founded upon mistake, and that has been so unfor- 
tunate in the publicity it has attained, and the feeling to 
which it has given rise. 

Edward J.Phelps. 

J. PiERPONT Morgan. 

William C. Whitney. 

Alfred T. Mahan. 

George L. Rives. 

This report was submitted on January 21st. It was expected 
by yachtsmen that the Earl of Dunraven would make an apology, 

[ 194 j 



of THE AMERICA'S CVP [189S-.896] 

though persons who had observed the tenacity with which he 
held to his position had little hope of such a desirable ending of 
the affair. 

Lord Dunraven was not sustained by the majority of his fellow 
sportsmen in England, nor by the press, with a few exceptions. 
Nearly all the leading London journals either condemned his 
course or were silent regarding it. "Yachting opinion on this 
side had been against his lordship from the outset . . ." was a 
statement cabled from London. "Lord Dunraven had erred 
egregiously as a gentleman and sportsman, and his coUaborateurs, 
his friends and his admirers, will be surprised that he had not 
the manliness and breeding to come forward and apologize for his 
short-sighted delinquencies." 

Leading London journals editorially characterized his course as 
"most regrettable," and stated that " the restraint exercised by 
the investigating commission in passing no censure upon Lord 
Dunraven is, in all the circumstances, most commendable . . . 
Lord Dunraven has blundered in taste, and the New York com- 
mittee have let him down in generous and chivalrous fashion." 

No apology from Lord Dunraven reaching the New York 
Yacht Club, a resolution was offered in the club on the evening of 
February 13th by L. Cass Ledyard, (afterwards commodore of 
the club), requesting Lord Dunraven's resignation as an honorary 
member. That evening no action was taken in the matter, how- 
ever, as a cablegram was received from Lord Dunraven asking 
the club to stay action until the receipt of letters sent by him the 
day before to Messrs Phelps and Rives. These letters were 
received in due time. They contained no apology but argued 
Lord Dunraven's case over again. In his letter to Mr. Phelps 
his lordship said: "My complaint was made on bona Jide direct 
evidence of the eyesight — my own and that of competent men — 
as to the effect of which we did not know or attempt to define. . . . 
I cannot admit a mistake in observing facts as suggested by the 
employment of a diagram accepted by the committee as mathe- 
matically proving that we did not see actual objects which we 
did see." 

Although the committee had been dissolved, its members made 
reply to Lord Dunraven's letter in a letter to the club, in which 
it was stated that "nothing in the report [of the committee] 
justified this statement. It was not denied or doubted that he saw 
the discharge hole of the bilge pump above the surface of the 
water on the day before the race, and that it was below the surface 
of the water on the next day. The committee pointed out that 
the evidence had shown a list would bring the hole into view, 
while it could not be seen with jhe boat on an even keel." 

On February 27th the club met for the purpose of taking final 

[195] 



[.89S-I896] THE LAWSON HISTORY 

action in the case of Lord Dunraven. It had been informed by 

cable that his resignation had been forwarded, and the letter of 

resignation had been printed, having been cabled from London. 

It was as follows : 

London, 27 Norfolk St., 

T -.r o ^ o Park Lane, Feb. 19. 

J. V. S. Oddie, Secretary, 

Dear Sir : In supplementing my cablegram and letter of 
Feb. 14, 1 wish to emphasize that my letters to Messrs. Rives 
and Phelps were written and dispatched before I had heard 
of the motion of Capt. Ledyard. 

Without commenting upon the grounds or terms of the 
motion, as to the justice of which I do not agree, I wish to 
say, in view of the fact that a motion of such a nature has 
been made, and is a matter of record, I do not desire to re- 
main a member of the club, whatever may be the result of 
the motion. 

I therefore beg that you will lay my resignation before 
the club, a course which will probably be approved by a 
majority of the members. 

I remain yours faithfully, 

Dunraven. 

The letter had not been received at the club-house up to the 
time of meeting on the evening of the 27th, and the club decided 
not to wait for it. The resolution requesting Lord Dunraven' s 
resignation was withdrawn at this meeting, and another, more 
comprehensive, was substituted, and passed, 39 to 1, with much 
evidence of earnestness and enthusiasm. It was as follows : 

The ELarl of Dunraven, an honorary member of the club, 
has publicly charged foul play on the part of the Defender in 
the recent races for the America cup, of such a nature as 
necessarily to implicate the managing owners of the vessel. 
The charge has been investigated by a commission of the 
highest character, which has proceeded judicially, and before 
which Lord Dunraven has appeared and given his own and 
other testimony, and has been heard in person and by counsel. 

The commission has unanimously decided that the charge 
was false, and it was not merely unprovoked, but was affirm- 
atively disproved by competent and uncontradicted evidence, 
leaving no possibility of doubt. The commission has also 
found that the facts on which Lord Dunraven acted accord- 
ing to his own statement furnished no justification for making 
such a charge. 

We deem it to be among the unquestioned rules which 
regulate the intercourse of gentlemen that when one finds that 

[ 196 ] 



of THE AMERICA'S CVP [1895,896] 

he has been led by mistake to cast unjust imputations upon 
the character of another, he should promptly make such rep- 
aration as remains in his power by acknowledging his error, 
withdrawing the imputations and expressing his regret. 

Such reparation to Mr. Iselin and his associates the Earl 
of Dunraven, after full opportunity, has failed to make. 

It further appears from the evidence, including Lord Dun- 
raven's own admissions, that at the time of the cup races he 
intentionally refrained from making the charge formally, or 
making any protest as required by the rules because it was 
not possible for him to verify the charge, and he was unwil- 
ling to undertake the responsibility of maintaining it. It is 
not open to discussion that when gentlemen are engaged in 
any sport and one suspects another of foul play he is bound to 
make the charge good, and in such form and manner as to as- 
sume full responsibility therefor, or thereafter to remain silent. 

It further appears that in print and in public speech Lord 
Dunraven has sought to justify the making of the charge by 
numerous misrepresentations of fact. He has been forced, how- 
ever, to admit the untruth of most of them, yet he stubbornly 
refuses to retract the injurious inferences drawn from them. 

The representatives of this club were engaged in inter- 
national yacht-races with Lord Dunraven as the representative 
of English yachtsmen on a footing of mutual confidence and 
honor. He has requited their courtesies and confidence by 
distrust, suspicion, unfounded imputations of fraud, and a 
refusal of reparation. 

Lord Dunraven, by this course, has forfeited the high 
esteem which led to his election as an honorary member of 
this club,therefore 

Resolved, That the privileges of honorary membership 
heretofore extended to the Earl of Dunraven are hereby 
withdrawn, and that his name be removed from the Ust of 
honorary members of the club. 

This ended the Dunraven affair. 




[ 1^7] 




['«98] THE LAWSON HISTORY 



THOMAS J. LIPTON, MERCHANT AND 
KNIGHT, CHALLENGES AND MEETS 
DEFEAT: 1898-1899. CHAPTER XIII. 

^^^^^^^§)T was feared by many that the Dunraven affair 
would result in a permanent cessation of contests 
for the America's cup, and such might -have 
been the case had not Sir Thomas J. Lipton, an 
enterprising tradesman, profiting by an era of 
good feeling between the United States and Great 
Britain, issued a challenge through an Irish yacht 
,^ club of which he was a valued member. British 
^^^^(S^ clubs showed a disposition to have no more of the 
cup, and Englishmen were not inclined at first to take Sir Thomas 
seriously as a yachtsman. He was not one of those patrician 
members of the Royal Yacht Squadron whose views on the ethics 
of sport had been given the New York Yacht Club in the deed of 
gift controversy, but the son of a laborer, of Scotch-Irish origin, to 
whom knighthood came after unprecedented donations to charities 
in the Queen's Jubilee year. 

It was not in the mind of the New York Yacht Club to 
scrutinize the shield of Sir Thomas Lipton, however. A chal- 
lenger whose money came from pork and tea was quite as ac- 
ceptable to the club as one whose wealth was from ancestral 
estates ; while Sir Thomas, despite his humble origin, was in high 
favor with the heir to the British throne. 

Official notice of Sir Thomas' intention to challenge was re- 
ceived in August, 1898, in the following cable message : 

August 6th, 1898. 
New York Yacht Club, 

67 Madison Avenue, N. Y. 
I have to inform you that the Royal Ulster Yacht Club, 
on behalf of Sir Thomas Lipton, have the honor to chal- 
lenge for the America's cup. Kindly say if this is agreeable 
to you. A small committee appointed by the club will shortly 
sail for New York with formal challenge and confer with 
yours. 

Hugh C. Kelly, Secretary^ 

Mt. Pottinger Road, Belfast. 

In response to this communication the following cable message 
was sent : 

[ 198 ] 



of THE AMERICA'S CVP [•«98] 

Hugh C, Kelly, 

Mt. Pottinger Road, Belfast. 
I have the honor, on behalf of the New York Yacht Club, 
to acknowledge the receipt of cable of even date. Its purport 
is most agreeable, and will be considered as soon as meeting 
can be called. Your committee will be warmly welcomed. 

Oddie, Secretary. 

The New York Yacht Club also passed the following resolu- 
tion : 

The Royal Ulster Yacht Club having communicated to 
this club its intention to challenge for the America's cup. 

Resolved, That the flag officers, the secretary and treas- 
urer be and they hereby are appointed a committee with 
power on behalf of the club to accept, under the deed of 
gift, such challenge for the America's cup, to arrange the 
terms thereof, to select a yacht to represent this club therein, 
and by mutual consent with the challenging club to make any 
such arrangements as to dates, courses, number of trials, rules 
and sailing regulations, and any and all other conditions of the 
match ; and the said committee shall have power in their dis- 
cretion to add to their number. Said match shall be sailed 
under the direction of the regatta committee pursuant to 
article X. of the constitution. 

This last sentence might be deemed superfluous, since the 
regatta committee directs all races of the club, were it not for the 
fact that in the Dunraven affair the committee felt its powers were 
usurped to a considerable degree by the cup committee. The cup 
committee being a special committee, its duties are generally con- 
fined to matters pertaining to challenges for the cup. In the 
Dunraven case it made rulings, however, on questions in dispute 
arising from the races, as in the case of the foul, and of remeas- 
urement of the yachts ; and this the regatta committee felt was a 
usurpation of its own powers. 

The cup committee organized in due form, with Commodore 
J. Pierpont Morgan as chairman, and named as additional mem- 
bers Ex-Commodores E. D. Morgan and Edward M. Brown, Gen. 
Charles J. Paine, and Herman B. Duryea. Gen. Paine later 
declined to serve, and Mr. Henry F. Lippitt was elected in his 
stead. The committee cabled the Royal Ulster Yacht Club, on 
August Uth : 

"A challenge from your club will be most agreeable. Com- 
mittee appointed with full power to act on challenge and arrange 
all details. Challenge to be binding and carry precedence must 
be accompanied by name of owner, and certificate, name, rig and 

L 199] 



['«98] THE LAWSON HISTORY 

dimensions of the challenging yacht as specified in Deed of Gift. 
Your committee will be warmly welcomed." 

On September 3d the special committee of the Royal Ulster 
Yacht Club was received. It consisted of Vice-Commodore R. G. 
Sharman-Crawford, Mr. H. M. McGildowny, and Hugh C. Kelly, 
honorable secretary. They were accompanied by Mr. William 
Fife, Jr.,* designer of the challenging boat, and Mr. Charles 
Russell, a friend of Sir Thomas Lipton. The committee presented 
the following challenge : 

J. V. S. Oddie, EsqR., 

Secretary, ]\ew York Yacht Club, 
Dear Sir : — We have the honor, on behalf of the Royal 
Ulster Yacht Club, and in the name of Sir Thomas Lipton, a 
member of the club, to challenge to sail a series of matches 
with yacht Shamrock against any one yacht or vessel con- 
structed in the United States of America, for the America's 
cup, subject to the Deed of Gift and subject to the conditions 
to be agreed upon. 

The following are the particulars of the challenging vessel : 
Owner, Sir Thomas Lipton. 
Name of yacht, Shamrock. 
Length on load water-line, 89.5 feet. 
Rig, cutter. 

The custom-house measurement will follow as soon as 
possible. 

We will be obliged if you will acknowledge receipt of this 
challenge. 

Yours very truly, 

R. G. Sharman-Crawford, F. C. , jR. U. Y. C. 

H. M. McGildowny. 

Hugh C. Kelly, Hon. Secretary, R. U. Y. C. 

It will be observed that the only dimension given was load 
water-line, according to custom, and not " dimensions as specified 
in deed of gift," mentioned in the New York Yacht Club's letter 
of August 11th. 

The New York Yacht Club, by resolution, decided that the 
arrangements for the match be based upon the conditions " ac- 
corded to Charles D. Rose under his challenge of 1895 through 
the Royal Victoria Yacht Club." 

* William Fife, Jr., of Fairlie, comes of a family began designing for himself in 1879. The cutter 

of boat builders, the founder of the Fairlie yards, a Clara, imported ta this country in 1885, was his 

wheelwright from Kilburnie, having started the busi- first vessel to attract general attention. Minerva, 

ness more than a century ago. William Fife, Jr., imported in 1889, and Canada, winner of Canada's 

was born in 1858, and grew up among boats on the cup at Chicago in 1896, were the most important 

banks of the Clyde. His apprenticeship was served examples of his design seen thereafter in this coun- 

in the yard of A. & J. Inglis at Glasgow. He try until the coming of Shamrock. 

[ 200 ] 



SHAMROCK I. 

Teiith challenger for the America's cup {rSgg). From a pen drawing by 
IV. G. Wood. 




&.«b.__ 



1 W ft Q rj 




^THE AMERICA'S CVP [-898] 

The negotiations between the committees of the Royal Ulster 
Yacht Club and the New York Yacht Club were brief and 
harmonious. The guarded attitude maintained by both sides 
in the Dunraven negotiations had given way to superlatively 
friendly intercourse. Sir Thomas Lipton asked little and conceded 
much, and therefore was considered an ideal challenger. 

The committee of the Royal Ulster Club before returning to 
Ireland subscribed on September 6th, 1898, to the conditions 
which should govern the match under their challenge. These 
provided for the best three out of five races, the first to be sailed 
October 3d, 1899; the first, third and fifth fifteen miles to windward 
or leeward and return, the second and fourth over a thirty-mile 
triangle ; all starts to be from Sandy Hook Hght-vessel, to wind- 
ward if possible ; the time limit to be five and a half hours, and 
postponed races of one kind to be repeated until finished. Each 
vessel was to have time for repairs in case of accidents before the 
preparatory signal for a race. The measuring clause was the same 
as in the Dunraven conditions, with the marking provision 
included. 

As more than a year was to intervene between the conclusion 
of the negotiations and the sailing of the races, the American pub- 
lic held great expectations as to the character of the yachts that 
should be built to compete. 

Since the introduction of bronze and other expensive metals in 
the building of cup defenders, only the richest could afford to order 
them. A boat like Defender cost as much as a dozen old-time 
racers like Mischief, and probably six times as much as Puritan. 
Yet an order was promptly given Herreshoff, by J. Pierpont Morgan, 
for a cup-defenee vessel, to be known as Columbia. C. Oliver 
Iselin had a share in her, and was to be her " managing owner." 

Expense was not considered in this case by either the defen- 
ders or the challenger. Both had more than enough money to 
indulge every extravagance, and builders of both the defending and 
challenging yacht were given carte blanche. How much the boats 
cost has never been authoritatively stated, but the popular belief 
was that the expense of building and fitting out, and sailing them 
during one season was about $250,000 each. Thus half a mil- 
lion dollars was spent in the cup contest of 1899 on competing 
boats alone. 

The defending yacht was laid down early in the winter of 
1898-99, at the Herreshoff works in Bristol. As in the case of 
Defender, great secrecy * was aimed at regarding the details of her 

* Prof. J. Harvard Bile3 of the chair of naval pertinent comments on secrecy in the building of 

architecture of the University of Glasgow, in a lee- cup racers : 

ture at Glasgow March nth, 1901, on " Ameri- "Magic was thirteen years old when she beat 

can Vachtsand Yachting," made the following Cambria, but like many of the American boats of that 

[ 201 J 



['«99] THE LAWSON HISTORY 

her construction. The pubhc soon knew, however, that she was 
to be plated entirely with Tobin bronze, with nickel-steel frames, 
and that her model was that of an improved Defender. She was 
indeed a larger and finer Defender, with more beam and draft, a 
shallower body, finer overhangs and a thinner fin, with lead placed 
lower. Her dimensions were generally stated to be : Length 
overall 131 feet; beam 24.17 feet; draft 19.75 feet; least 
freeboard 4. 10 feet. These figures, though unofficial, are doubtless 
very nearly correct. It is impossible, however, to present 
authoritative statements concerning craft built by the HerreshofF 
Manufacturing Company, which considers itself under no obliga- 
tion to yachtsmen or the sport of yachting which should lead it to 
make public any facts concerning vessels turned out at its shops. 

Columbia was launched June 10th, in the evening, and was 
given her first trial under sail June 25th. She was a beautiful 
boat, the handsomest yacht ever produced, all critics agreed, and 
from the first she showed great speed. As a trial-vessel to sail 
against her Defender was practically rebuilt at the expense of Com- 
modore J. Pierpont Morgan, and was placed under the manage- 
ment of W. Butler Duncan, Esqr. Columbia was in charge of Capt. 
Charles Barr, and carried a Deer Isle crew, among whom were 
many of Defender's old men. On Defender a Scandinavian crew 
was shipped, in charge of Capt. Urias Rhodes. 

In the first meeting of the boats, June 25th, in Narragansett 
Bay, the new yacht demonstrated her superior speed, and in re- 
peated meetings with Defender was ' ' worked out ' ' during the sum- 
mer most thoroughly. Both boats carried steel masts, which were 
lighter than pine, and added to their speed by reducing weight 
aloft. On August 2d, when sailing against Defender off Point 
Judith, Columbia was dismasted, through the carrying away of 
her port spreader, which did not take a true strain. The steel 
mast collapsed about half-way from the deck, the masthead com- 
ing down to the side, but the spar holding together at the point of 
collapse. Fortunately no one was hurt, though all the vessel's 
lofty top-hamper and heavy canvas came down on deck. As this 
was the first accident of the kind on a yacht carrying a steel mast, 

time, she had been experimented upon by having dif- course success almost justifies anything, and as out- 

ferent rigs at different times, and had been rebuilt, siders hardly dare look at the place where a cup 

The same kind of history was attached to Daunt- challenger or defender is built, we must believe that 

less. How different to the present day fashion of all these precautions are necessary to prevent the 

building a yacht for international racing ! The abstractions of secrets which each designer thinks 

veil of secrecy surrounds it in its conception and vital to his own success, but which probably the 

construction, and the newspapers in hushed, whis- other, if he knew them, would only look upon as 

pering paragraphs, print day by day inviolable something to avoid. Perhaps it is the mutual 

secrets, until, when the vessel is launched and com- desire to prevent the rival designer from avoiding 

pleted she is to be seen by an interested and wonder- the other's good points that calls for such precau- 

ing public at a distance of miles for fear some one tions. In any case, it gives the journalist scope for 

may see her shape and the material of which her ingenuity which would be unnecessary and malapro- 

builders have so wondrously, cleverly built her. Of pos if the facts were available." 

[ 202 ] 



of THE AMERICA'S CVP CX899] 

it attracted much attention. The vessel was ready to sail again in 
a few days, and with Defender was entered in the New York 
Yacht Club cruise. 

On August 10th, in the club run from Brenton Reef to West 
Chop, Vineyard Haven, thirty-seven miles, Columbia won a fine 
race from Defender under unusual conditions. The wind was 
southerly, and about twenty knots an hour, with rain and mist, 
and considerable sea. The yachts made the course on one 
tack, their times for the thirty-seven miles being 3 h. 38 s., and 
3 h. 1 m. 52 s., respectively. This was very fast time, it will be 
observed, though both boats were favored in squalls encountered 
off Gay Head and elsewhere on the course. The race was a se- 
vere trial for a new boat of this type. 

In the race for the Astor cup, off Newport, August 14th, 
Columbia defeated Defender 13 m. 7 s. over the Block Island 
course. The wind at the start was N. W., and light, but 
freshened during the race. 

Trial races between Columbia and Defender were held off New- 
port on September 2d and 4th. A cup for the winner in the 
first race was offered by W. Gould Brokaw. The race was fifteen 
miles E. by S. from Brenton Reef light-vessel and return. The 
wind at the start was from northward and westward, a moderate 
topsail-breeze, strengthening to twelve knots, but in the last half 
of the race a light, baffling air. There was some roll from an old 
sea. Columbia beat Defender 6 m. 49 s. over the course. 

The second race was sailed over a triangular course, ten miles 
to a leg, starting at Brenton Reef light-vessel. The wind was E. 
by N., fifteen knots. Columbia beat Defender 10 m, 7 s, over the 
course. A cup for the winner was offered by Harrison B. Moore. 

In a special race September 5th, for a cup offered by William 
G. Goddard, Columbia beat Defender, in a strong southwester, 
over a course ten miles from Brenton Reef light-vessel and return 
by 3 m. 22 s. 

In England the work of building and tuning up the challenger 
kept pace with the progress made on Columbia. 

Shamrock was built by the Thorneycrofts, at Millwall on the 
Thames, near London. Her underbody plating was of manganese 
bronze, and her topsides of alloyed aluminum. She was cUncher- 
built, with steel frames, and was 135 tons British register, 87.69 
feet on the water-line, 25 feet beam, with 10.55 feet depth of 
hold, and a draft of 20.25 feet. 

Shamrock's lines have never been published. She combined 
some of the features of Britannia * with those of Defender. She 

* Britannia was designed by George L Watson achieved a pronounced success, and in 1 894 took 
forthc Prince of Wales, (now King Edward VII.), 38 races in 42 starts. She has won more races 
and built in 1893. In her first season's racing she than any other vessel of her class, having a record 

[ 203 ] 



['899] THE LAWSON HISTORY 

was not so wide as the challenger that preceded her, Valkyrie III., 
by a foot, but was finer, and more powerful, while her spar-plan 
was designed for a great spread of canvas. 

Shamrock was launched June 24th, 1899. From accounts 
received in the United States while she was having her prelim- 
inary trials, it was believed she was a marvellous boat, and, to an- 
ticipate, her first performances in these waters seemed to show it. 
But experience showed her to have been one series of cup races 
behind the boat she was designed to meet. She would have made 
an excellent opponent to Defender, whose speed she about equalled, 
but it was proven beyond doubt she was outclassed by Columbia, 
America being ahead of England in nearly every point of design 
and construction in this contest. 

Shamrock came to this country under reduced cutter rig, con- 
voyed by the steam-yacht Erin. Permission was granted by the 
New York Yacht Club to tow Shamrock in calm weather, and 
under tow most of the way she made the passage from Fairlee, 
which was left August 3d, to Sandy Hook, via the Azores, in 
fourteen days twenty hours, the distance being three thousand 
four hundred miles. 

On her arrival here Shamrock was rigged promptly for racing, 
and was given several trials off Sandy Hook, in which she appeared 
to be a veritable witch in light airs. On September 13th she met 
with an accident, her steel gaff buckling until it collapsed. It may 
be mentioned here that her spars and gear were too light for her 
sails, which defect caused a loss of speed. She was finely handled 
by Capt. Archie Hogarth, assisted by Capt. Robert Wringe. 

On September 4th Columbia was formally selected to defend 
the cup, at a meeting held on board the New York Yacht Club 
flagship Corsair at Newport, and it was voted to notify Sir Thomas 
Lipton on September 25th of this choice. As Commodore Morgan 
M^as the chief owner of Columbia he resigned from the cup 
committee September 21st, and his place was filled by Vice Com- 
modore Ledyard. 

At a conference between Sir Thomas Lipton and Mr. C. 
Oliver Iselin on September 27th, it was decided to change the 
conditions of the match with respect to starts, by agreeing to 
start no race after 12.30, instead of 1.30, as originally agreed 

of more than lOO first prizes. Her best-known that the mark-boat had been shifted inshore (as it 

race was against Navahoe, Sept. lath, 1893, for the was, owing to heavy weather off The Needles). 

Brenton Reef cup, carried to England by Genesta in The protest was decided in Mr. Carroll's favor, and 

1885. The course was from The Needles to and Navahoe was declared winner of the race and of the 

around Cherbourg (France) breakwater, 120 miles, cup, which was brought back to the United States, 

The race was sailed under reefs, in a strong sea, and has remained here since. 

Britannia's time being 10 h. 37 m. 35 s., and Na- Britannia's dimensions are : Load water-line 87.8 

vahoe's 10 h. 37 m. 37>^ s. Britannia was de- feet; beam 23.66 feet; draft 15 feet; overall 

clared the winner by 2^ s., but Mr. Royal Phelps length 121.5 feet. 
Carroll, owner of Navahoe, protested, on the ground 

[ 204 ] 



of THE AMERICA'S CVP ['^99] 

upon. It was also agreed that each boat should have a represen- 
tative present on the other boat during measurements. This was 
at Mr. Iselin's suggestion. 

The signals for starting were agreed upon as follows : Pre- 
paratory signal to be given at 10.45, warning signal at 10.55, and 
starting signal at 11 o'clock, with handicap gun two minutes after. 

Another suggestion of Mr. Iselin's was that there be a special 
arrangement regarding accidents in races. This resulted in an 
agreement that in a race ' ' each yacht shall stand by the con- 
sequences of any accident happening to her, and the uninjured 
vessel shall sail out the race," the parties believing "that the 
America's cup races are no less a test of the strength of construc- 
tion of the competing vessels, than of their sailing qualities." 

According to the original articles of agreement the regatta 
committee was given power to postpone starts in case of fog, 
agreed postponement, or serious accident, or " if, in their opinion, 
the space around the starting line is not sufficiently clear at the 
time appointed for the start." The time hmit was set at five and 
a half hours, unfinished races to be repeated until finished. The 
vessels were to be given reasonable time to repair in case of 
accidents sustained before receiving the preparatory signal. 

The vessels were allowed three men to every five feet of rac- 
ing length when measured, the agreement as to measuring being 
the same as that in the Dunraven conditions, and it further was 
agreed that the water-line should be marked ' ' at the bow and as 
far aft as possible, on each vessel." 

These latter arrangements stood as originally made in Sep- 
tember 1898. In the original agreement races were to have been 
sailed on Tuesdays, Thursdays and Saturdays. On October 8th, 
1899, it was found advisable to change this arrangement, and it was 
agreed to consider every week day, after October 12th, a race day. 

There was little fear that the courses in the races would be 
crowded by steamers, for the United States government, for the 
first time, exercised authority to keep a clear course, under a 
special act of congress, passed May 19th, 1896, at the instance 
of members of the New York Yacht Club and other yachtsmen. 
This act was an amendment to section 4487 of the revised 
statutes, navigation laws of the United States, and was as follows : 

In order to provide for the safety of passengers on excur- 
sion steamers, yachts, oarsmen and all craft whether as 
observers or participants, taking part in regattas, amateur or 
professional, that may hereafter be held on navigable waters, 
the secretary of the treasury be, and he is hereby, authorized 
and empowered, in his discretion, to detail revenue cutters 
to enforce such rules and regulations as may be adopted to 

[ 205 ] 



[■«99] THE LAWSON HISTORY 

insure the safety of passengers on said excursion steamers, 
yachts, oarsmen and all craft, whether as observers or par- 
ticipants, taking part in such regattas. 

Under the authority conferred by this act Hon. Lyman Gage, 
secretary of the treasury, ordered Capt. (afterwards Rear- 
Admiral) Robley D. Evans to assume charge of a patrol of 
government vessels to keep clear the courses for the racers. The 
patrol fleet consisted of six revenue cutters and six torpedo boats. 
To this fleet were added by Capt. Evans Corsair and Erin, 
steam-yachts, half a dozen tugs used by newspaper men, and the 
naval militia converted yacht Aileen. The cutters used were : 
Manning, Capt. W. H. Roberts ; Onondaga, Capt. David A. HaU ; 
Algonquin, Capt. Owen S. Wiley ; Gresham, Capt. Thomas D. 
Walker ; Windom, Capt. George H. Gooding. Capt. Evans' 
flag was on the Manning. The torpedo boats were the Porter, 
Dupont, Morris, McKensie, Winslow and Stiletto. These were 
in command of Lieut. Commander J. C. Fremont, U. S. N. 

The patrol maintained by these vessels was distinguished for 
its thoroughness, and the ease with which the enormous excursion 
fleets were handled. Charts showing the courses, and detailed 
instructions as to how vessels should move, were issued to every 
captain in the fleet, and having the government stamp of authority 
they carried weight ; though it may be said, in justice to the 
captains, that every one was ready to use all means in his 
power to help the patrol. 

It was planned to give the yachts one mile of clear water in 
which to sail at all times, and half a mile on all sides at starts. 
This was done to the letter throughout the series of races, crowd- 
ing thus becoming a thing of the past. 

According to custom, the competing yachts were measured 
at Erie Basin the day before that set for the first race. The result 
of the measuring was something of a surprise to yachting critics, 
who expected Shamrock to prove the larger boat. Though heavier 
in form and lines, she did not, as the following comparison of the 
ofiicial figures shows : 

Columbia Shamrock 

Length overall 131.00 ft. laS.oo ft. 

Load water-line 39.66 87.69 

Beam 84.00 ^5.00 

Draft 19-75 ao.zj 

Mast, deck to hounds 74.00 74- 00 

Topmast 64.50 58.06 

Boom 106.00 107.00 

Gaff 64.95 67-64 

Base of fore-triangle 73-35 79-46 

Spinnaker-pole 73-35 79-46 

Tip of bowsprit to end of boom 181.62 1 89. 1 3 

Perpendicular for measurement 134.75 128.28 

Sail area 13,135.4554.6. 13,491.82 sq. ft. 

Square root of sail area 114. 61 116. 15 

Racing length 102.13 ft. 101.92 ft. 

[ 206 ] 



^THE AMERICA'S CVP ['899] 

Columbia alloAved Shamrock 6.31 seconds. 

With this measuring the boats were ready for the series. The 
representative of the Royal Ulster Yacht Club on Columbia was 
to be Mr. Hugh C. Kelly, and that of the New York Yacht Club 
on Shamrock Mr. Henry F. Lippitt. 

No series of races in the cup's history was ever sailed under 
such adverse and trying conditions as that between Columbia and 
Shamrock. An unprecedented period of foggy weather and light 
airs made it impossible to secure a race until thirteen days from 
the first day set, October 3d. The yachts started on October 
3d, 5th, 7th and 19th, but could not finish within the time limit 
for want of wind, while none of these meetings aiForded a con- 
clusive test of their merits. On October 10th, 12th, 13th and 
14th they were unable to start on account of fog. Such an 
unprecedented delay was a sore trial of the patience of all con- 
cerned, wrought up as they were by the nervous strain of racing, 
hard work, and doubt as to the outcome of the series ; while 
one effect of the meetings of the boats in light airs was to 
lead Americans to believe Shamrock was the equal, if not the 
superior of Columbia as a light-weather vessel. The races 
dissipated this illusion, but until after a decisive contest many 
yachtsmen off Sandy Hook were lukewarm in their hopes of 
Columbia. 

To witness the first meeting of the boats, on October 3d, the 
largest excursion fleet ever gathered in American waters assem- 
bled off Sandy Hook. The morning was cool and crisp, and the 
wind came from N.N. E. at the start. It later backed to west of 
north, but again hauled to the original quarter, varying for the day 
from twelve knots down to three knots. The boats were sent away 
to leeward, fifteen miles, S. S. W., in a fine twelve-knot breeze, 
carrying their biggest club-topsails, and balloon headsails. Sham- 
rock had the better of the start. At the end of fifteen minutes' 
sailing Columbia had taken the lead, but at the end of half an 
hour Shamrock led again. At the turn Columbia led, but at 
4.45, when the race was called off, the boats were only two hun- 
dred feet apart. Shamrock to windward and in the lead, with 
Columbia passing through her lee in a freshening breeze. They 
were then about five miles from the finish. This trial showed 
that in breezes less than five miles an hour Shamrock went the 
faster. 

On October 5th the yachts started in a light breeze, northerly 
and westerly, the course, fifteen miles to leeward, being laid S.E. 
by E. Each carried a cloud of canvas. Columbia was about 
twelve seconds ahead in crossing. The wind hauled after the 
start to the north, making a reach, while tlie boats held above 
their course to improve it. Later the wind flattened, and at 2.30 

[ 207 ] 



['«99] THE LAWSON HISTORY 

Columbia became becalmed, losing steerage- way.* The wind 
came next southeast, and very light. The boats beat toward the 
outer mark, but at 4.30 were four miles from it, and about two 
hundred feet apart, with Shamrock ahead. 

On October 7th the start was made in a twelve-knot breeze 
from N. N. E., the course being S. S. W. The breeze was 
strong enough to raise hopes of a good day's racing. The yachts 
crossed the line on the starboard tack, Columbia at 11.21.02 and 
Shamrock seventeen seconds later, making for Columbia's weather 
quarter. The Yankee yacht luffed, and as a result the boats 
sailed twenty minutes on a broad reach toward the New Jersey 
shore. Shortly after 11.40 they bore away for the outer mark, 
breaking out their spinnakers. In the reach Shamrock had 
obtained the weather gauge, but she lost it while shifting head- 
sails. On the run down the wind she overhauled Columbia, but 
rounded the mark only nine seconds ahead of her, while Columbia 
shot around in a strong luff, and obtained a berth on Shamrock's 
weather quarter. The wind now lightened, and at 4.31 the race 
was called off, with the boats only one hundred feet apart, and 
nine miles from the finish. 

The finish of this trial afforded a picture striking, and at that 
time unusual. As the boats moved along side by side, rising and 
falling gently on the long swell, the late afternoon sun, ruddy in 
the haze above the New Jersey hills, cast a broad and deep shadow 
from Shamrock's topsail full upon the gleaming white mainsail of 
Columbia. To the superstitious soul of Jack Tar this would have 
been an uncanny manifestation, and the yachtsmen who witnessed 
it, with a refinement of superstition, promptly called it " the hand- 
writing on the wall." Had the shadow been cast by Columbia on 
Shamrock, they might in after days have found justification for 
the warnings of their prophetic souls. 

Just then, however, every man who had Avatched the work of 
Shamrock was ready to believe anything of her. She seemed very 
fast in light airs, and by logical deduction she should have gone 
fast in heavier winds also, for she was big-bodied and not so fine 

* At this point the Marconi wireless telegraph, sent broadcast, but was denied by the papers 
in use for the first time in reporting yacht matches, taking the Marconi service, by which accurate 
demonstrated its superiority over older methods of bulletins were sent from the ocean steamer La 
transmitted reports from the scene of a race. When Grande Duchesse, as that vessel followed the racers. 
Columbia and Shamrock became becalmed the The successful sending of these messages to stations 
former swung around on her course until she headed on shore served to give the Marconi system its first 
homeward. The boats were for a time so en- prominence in the United States. In the 1895 
shrouded in haze they could be seen but a few races the best bulletin service was rendered from a 
miles. Observers were stationed on Atlantic High- cable-ship anchored near the starting-line, supple- 
lands, N. J., according to custom, to report the mented by tugs employed by various afternoon papers, 
progress of the races to newspapers not supplied by from which reports were sent ashore, in water-tight 
the Marconi service. A temporary lifting of the receptacles, to the beach near Sandy Hook. The 
haze showed them Columbia headed landward, and wireless telegraph later superseded this method 
they reported the racers bound home with Columbia almost entirely, 
leading, and probably a winner. This news was 

[ 208 ] 



COLUMBIA AND SHAMROCK I. 

Manoiuvrmg for the start of their final race, October 20th, iSgg. ( With 
'a study in vignette of their run down the wind.) Frovi a pen drawing 
by W. G. Wood, after a copyrighted photograph by James Bvrton. 




-'-■S. 




of THE AMERICA'S CVP [^^99] 

as Columbia. She was indeed the fastest boat at drifting ever 
seen in these waters, and from her work on the three days named 
she naturally sent a chill over the followers of Columbia. 

The next date of meeting of the boats was Tuesday, October 
10th, but owing to a calm and fog they did not leave their 
moorings at Sandy Hook. 

On Thursday, October 12th, the yachts were towed to Sandy 
Hook light-vessel, and hoisted their sails in a calm, every one 
hoping for a breeze. By noon no wind had come, and at 12.03 the 
postponement signal was shown on the committee boat. 

On the 13th of the month, and Friday, no orthodox sailor 
expects good luck, though the cup was won on such a day and 
date. On this day fog again prevented the vessels from leaving 
their moorings at Sandy Hook. 

The seventh failure to secure a race was experienced the next 
day, Saturday, October 14th, when the yachts came out to the 
light-vessel, but were unable to start, there not being enough 
wind to give them steerage-way. 

At last the patience of the followers of the races was rewarded, 
on Monday, October 16th. No race having yet been secured 
to windward or leeward, the course was laid fifteen miles to wind- 
ward, E. S. E. from the light- vessel. There was a ten-knot 
breeze, remaining true all day, but dropping about two knots in 
the middle of the race. The day was hazy, with slight fog at 
times, and there was a rolling sea. 

The advantage of the start was gained by Columbia, for 
though Shamrock was the first across the line by three seconds, 
Columbia was on her weather quarter. Half an hour's sailing in 
the steady club-topsail breeze showed Columbia an eighth of a 
mile to windward. At the end of an hour's sailing her lead was 
half a mile, and at the turn she was a mile and a quarter in the 
lead. The contest had been a splendid one, so far as the handling 
of the boats was concerned, but in pointing and footing Columbia 
greatly outclassed her rival. Owing to the marked superiority of 
Columbia the race lacked interest after the first half-hour. 

The beating received by Shamrock in this race settled her 
chances, in the minds of those who had feared her. 

The official summary : 

Start 
H. M. s. 

Columbia ii. 01.06 

Shamrock 11. 01. 03 

Columbia allowed Shamrock six seconds, and won by 10 m. 8 s. 

The boats met again the next day, the challengers professing 
hopefulness. There was a good breeze from E. by S., and some 
sea. The course was triangular, the first leg to windward, E. by 
'4 [ 209 ] 



Outer Mark 
H. M. s. 


Finiah 
H. M. s. 


Elapsed 

Time 

H. M. s. 


Corrected 

Time 

H M. s. 


1.48. 19 
1.58.08 


3-54-59 
4.05.10 


4-53-53 

5.04.07 


4-S3-53 
5.04.01 



[^899] THE LAWSON HISTORY 

S., the next W. Yz S., the last N, N. W. With every prospect 
of a fine race the boats got away in splendid fashion, on the star- 
board tack, Columbia first over the line by two seconds, but 
Shamrock in the weather position. The start was notable for a 
fine performance by Columbia, in making her way clean through 
Shamrock's lee in the first ten minutes of sailing. The boats 
were close together, and Shamrock completely blanketed Columbia, 
yet the latter footed the faster, and sailed rapidly and steadily out 
of the visitor's lee in a fashion so handy that all Americans who 
saw the trick were delighted. 

This was all the glory in the race for Columbia, for at the end 
of twenty-five minutes' sailing, when the boats were on the port 
tack, Columbia about an eighth of a mile to windward and ahead. 
Shamrock's topmast, carrying her largest club-topsail, without 
Avarning went by the board, having broken off at the cap. The 
yacht was at once brought into the wind, and after clearing away 
the wreckage was towed in, while Columbia, in accordance with 
the agreement covering such an event, sailed over the course and 
took the race. The accident to Shamrock was caused by the 
breaking of the metal fastenings of a topmast stay. 

The official summary of the race was as follows : 





Start 
H. M. s. 


1st Mark 

H. M. s. 


2d Mark 

H. M. S. 


Finish 

H. M. S. 


Elapsed 
Time 

H. M. S. 


Corrected 
Time 

H. M. s. 


Columbia . 
Shamrock . 


II.OO. 17 
. II. 00. 15 


12.39. a8 
(withdrew.) 


1.33.47 


2.37.17 


3.37.00 


3.37.00 



Columbia made the first leg in 1 h. 39 m. and 11 s. ; the 
second leg in 53 m. 59 s. ; the third leg in 1 h. 3 m. and 44 s., 
and the course in 3 h. 37 m. 

No one wanted such an empty victory, but under the terms 
of agreement covering the point there was nothing to do but 
accept the race. 

The accident showed Shamrock to be too lightly sparred and 
rigged. Another topmast was put on end the same day, and 
rigging it was completed the next day. Hoping that she would 
do better with more ballast. Sir Thomas caused a considerable 
quantity of lead to be put on board, and on the 18th she was 
given a remeasurement at Erie Basin. Her water-line was in- 
creased from 87.69 to 88.98 feet, and instead of being allowed 
six seconds by Columbia she was obliged to give a time allowance 
of sixteen seconds. 

The yachts met again the next day, October 19th, but in 
another inconclusive test, there not being enough wind to finish 
the race. There was a good northwest breeze at the start, of 
about ten knots, but it softened within an hour, and fell steadily 
to a very light air. The course was fifteen miles to leeward, and 
the boats were three hours and a half making the run to the outer 

[ 210 ] 



of THE AMERICA'S CVP ['^99] 

mark. Columbia rounded the mark about an eighth of a mile in 
the lead. The race was called off at 4.20, when Columbia, 
leading, was about five miles from the home mark, and a mile 
and a quarter ahead. The wind was then very light from 
the westward. 

The yachts met for the seventh and last time, on the eleventh 
day set for a race, and the seventeenth since the series started, on 
the 20th of October. 

For the first time in the match there was wind to spare, and 
the race they sailed was one of a very few of the kind in the 
annals of the sport. It ranked with the last race between 
Genesta and Puritan, a fierce struggle, in which the boats were 
matched evenly enough to afford a splendid contest, over half the 
course at least. In the last half, however, as in the case of 
the race mentioned, the home boat won handily, though by a wider 
margin than had Puritan over Genesta. 

The morning of October 20th was sharp and frosty, and there 
was a fine northerly wind off Sandy Hook, a breeze too strong for 
the very large club-topsails the yachts had hitherto carried. 
It was a day for oilskins on board the racers, for as they came out 
for the start, and began manoeuvring, spray rose in white 
showers at their bows, and was blown often the full length of their 
decks. The wind being N. by E. , the course was laid to leeward, 
fifteen miles S. by W. The breeze was strong and steady, and 
by the time the yachts were given the starting signal it blew 
twenty miles an hour. 

The start was one of the most inspiriting the sport had ever 
witnessed. The boats came for the line on the starboard tack, 
bowling along with rails under and foam billowing from their bows. 
As the smoke was blown away from the signal gun Shamrock 
bore off, and crossed the line thirty-four seconds after gun-fire. 
Columbia, with a rap full in her mainsail and a roll of foam under 
her lee, sailed parallel with the line until a minute and one second 
later, crossing at 11.01.35. 

Then began a long and exciting stern-chase for the fleet green 
yacht. As Columbia's main-boom was eased broad off to port, and 
she straightened her course for Shamrock, her spinnaker, which 
had been sent up, a thin curl, in stops, was broken out to star- 
board. With this great sail set the yacht was under as much 
canvas as she could carry in a twenty-knot breeze. 

The spinnaker had not been set long before it was seen to 
collapse. Exclamations of chagrin were heard from those watch- 
ing the boat. It was feared the sail had burst. This was not 
the case, but the pole was beyond the control of the crew, and 
had lifted until the sail spilled its wind, and its empty folds came 
together. Presently the spinnaker caught another full, a-id soon it 

[ 211 ] '^ 



[^899] THE LAWSON HISTORY 

was pulling tremendously, though with the foot so high that its edges 
described complete half-circles, like the bellied square-sail of some 
galleon of old flying before the trade- winds of the Spanish main. 
For fully three-quarters of an hour the vessel sailed with her spin- 
naker thus aloft, where a spinnaker was never used before. It 
was pulling vigorously, and with its aid Columbia at the end 
of fifty minutes ' sailing was almost up with her opponent. Both 
boats were fairly flying along, their spinnakers to starboard, their 
mainsails to port, and above each a working topsail. 

With various changes of their headsails — Shamrock had put 
on her topsail before, and Columbia after crossing — the boats kept 
on toward the line. Shamrock carried a greater spread of canvas 
forward, for at all times she had on a size larger jib or staysail 
than Columbia, and she also carried a small jib-topsail, which the 
defender did not. 

But crowd on the sail as he would, the challenger could not leave 
the white boat behind. At the end of an hour of sailing Columbia 
was overhauling Shamrock "hand over hand," showing a splen- 
did burst of speed. In order that the spinnaker might draw 
better she was sailed half a point or so to leeward of her course. 
She was now^ on the lee of Shamrock's wake, and with every 
stitch drawing she jumped for the challenger. No hunted hare 
ever ran faster before hound than Shamrock ran now. It was 
her best work of the day, and of her stay in America, and she 
acquitted herself handsomely. But the adroit skipper of the 
defender knew his boat. He had counted on blanketing the 
vessel he pursued. 

At 12.05, with the stake-boat less than three miles to leeward 
of them, Columbia began to steal the breeze from the Irish yacht, 
and soon had her covered. 

Cutting along in Shamrock's lee Columbia was, within three 
minutes, on even terms with the boat she had pursued so far 
down the wind. The lead of more than a minute at the start was 
wiped out. The boats were even after sailing an hour and eight 
minutes. In three minutes more Columbia came out of her oppo- 
nent's lee, sailing as freely as if alone, and headed for the 
mark, now close aboard. 

In the moving pictures of these scenes the yachts were a delight 
to the eye. Their bulging canvas, hard and taut ; the foam roll- 
ing so gracefully from their bows ; the water hissing along their 
smooth metal hulls ; the crested waves all around them — all these 
component parts made a whole not soon forgotten. 

The finest fifteen-mile run in international yachting history was 
here ending with a victory for the American boat. Only seven- 
teen seconds' difference in the times of the boats at the mark told 
the story of their relative positions. 

[ 212 ] 



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^THE AMERICA'S CVP ['«99] 

Columbia came around the float moving fast and started to sheet 
home with her head for the Jersey beach. Shamrock came 
around with her sheet so far off the end of her main-boom caught 
on the top of a wave with a splash. As soon as she had sheeted 
home she luffed hard and spilled the wind from her mainsail, in 
a try for the weather gauge. Columbia would not brook this, and 
she too luffed. 

No sooner were the boats off on this first tack than Shamrock's 
topsail asserted itself by slatting and bagging. It had to be taken 
in, and down it came with a flutter to the deck. A smaller one 
was set soon after. 

The challenger was by this time making a strong dash into the 
waves. Spray flew at times half-way up her mainmast and 
went aft in white clouds. Columbia took the waves more grace- 
fully, and though she dived into them well she was by no means 
as wet as Shamrock. 

Columbia had not tried to go to windward with her topsail set, 
and at no time in the thrash home did she use it, though it was 
up in stops. She had no need for it, for with her mainsail, jib 
and staysail she was moving as fast as need be and making the 
best kind of weather. Her superiority in pointing was clear. She 
looked much higher than her rival, and she went where she looked. 
Shamrock, on the other hand, did not look where she went. 

Five minutes of sailing on this tack inshore showed the race 
was safe. Although Shamrock was footing fast, practically as 
fast as the defender, her pointing was killing her. 

Shamrock was the first to come about, after twenty minutes of 
windward sailing. Here a measure could be taken of the work 
of the yachts to windward, and it was most gratifying to backers 
of the home boat. She had made her way straight into the wind 
until an eighth of a mile of clear water was between herself and 
the challenger. It was splendid work, against the handicap of a 
mainsail flapping badly at the leach. 

Taking a long tack seaward, the boats came about again at 
12.56. By that time Columbia was a quarter of a mile to wind- 
ward, and the race was won. 

From that point Columbia was not pressed. Her topsail was 
not set, and she was allowed to sail easily in the heavy puffs that 
came off the land in the last half of the race. But Shamrock 
was pushed hard. Her working- topsail, which was of no benefit 
to her after turning the mark, was replaced in the last half of the 
beat home with a small club-topsail. This gallant effort to pull 
up by cracking on sail was excellent as a specimen of daring and 
seamanship, but it availed nothing, for the boat shivered under 
the black puffs which struck her, and had often to be eased into 
the wind a point or so. She footed faster than she had in the 

[ 213 I 



[1899] THE LAWSON HISTORY 

first half of the turn to windward, but not fast enough to materi- 
ally reduce Columbia's lead, had the home boat been driven. 

As the yachts neared the home mark the scene was wild. 
High in the north and west were dark, rolling clouds, and the 
water, flecked with white-caps, reflected their forbidding hues, 
and was a deep, dull green. Through a rift in a cloud a shaft of 
light fell on the dark sea, and for a second rested on the sails of 
Columbia. Inland, to leeward of Sandy Hook, the sun was 
shining brightly down from behind a cloud-bank, and in the north 
there was a clear, cold horizon of steel-blue, against which the 
waiting fleet stood out in bold relief. The picture was completed 
by the winner coming home with lee rail under, and the spray 
flying full length of her gleaming deck. When she went over 
the line the green challenger was still half a mile to leeward, 
staggering along under her great spread of canvas. 

The official summary : 





Start 
H. M. s. 


Outer Mark 

H. M. S. 


Finish 

H. M. s. 


Elapsed 
Time 

H. M. s. 


Corrected 
Time 

H. M. s. 


Columbia . 
Shamrock . 


. . ii.oi.3S 
11. 00.34 


12.19.00 
12. 19. 17 


2.40.00 
2.45.17 


3-38-25 

3-44-43 


3.38.09 
3-44-43 



Columbia gained on the first leg 1 m. 18 s., on the second leg 
5 m., and won by 6 m. 34 s. 

That night Sir Thomas Lipton announced his intention of 
challenging again for the cup. 

Shamrock was towed back to England, via the Azores, making 
the trip in fifteen days seven hours from New York, which was 
left Nov. 2d, to Land's End, which was passed Nov. 17th. 

Sir Thomas counted his first yachting season in American 
waters a great success, even though he did not win the cup. He 
entertained lavishly on his steam-yacht Erin, his parties of guests 
being so large that a special steamer was hired to transport them 
to the yacht. Throughout the yachting season his fleet of yachts, 
tugs and tenders carried his striking private signal, a vivid green 
Shamrock on a yellow ground, with a broad green border, into all 
parts of New York Bay. The newspapers printed many columns 
describing his wonderful rise in the world since the days of his 
early experiences as a dock laborer in New York ; of his vast tea 
plantations, his pork-packing interests in the West, his great 
grocery-store syndicate in England with its capital of millions of 
pounds sterling ; of his dinner-parties, his rare wines, his Cinga- 
lese servants, his grace as a host and his chivalric devotion to 
American women, with a jocular allusion to the possibility of his 
losing his bachelor heart to some fair one among the American 
girls he met. 

Lipton 's yachts, his sailors, his sailing-masters and mascots 
incidentally came in for notice, while Lipton was voted the most 

[214 J 



^THE AMERICA'S CVP 



[1899] 



democratic man who ever challenged for the cup, and a good loser. 
He was everybody's friend, hail-fellow-well-met, and at club 
banquets and other social gatherings which he attended before 
returning to England he spoke eloquently of his admiration for 
Americans, and for America, where he laid the foundation for his 
success in life. 

On his return to England reports were cabled to this country 
that Sir Thomas had been warmly welcomed home by his royal 
friend the Prince of Wales. 








[215] 




['901] THE LAWSON HISTORY 



TWO VESSELS ARE BUILT FOR CUP 
DEFENCE, BUT NEITHER OF THEM 
IS CHOSEN: 1901. CHAPTER XIV. 

IR THOMAS LIPTON lost no time in announc- 
ing his plans for his second attempt to "lift the 
cup." Fife having failed with Shamrock I. to 
make possible the realization of Sir Thomas' high 
ambition was to be put aside, and Watson, Amer- 
icans learned through the press, would be pre- 
vailed on, it was hoped, to accept a commission to 
_ _ design the second challenger. 'He was to be 

rf^^sn^^^^li given a free hand, the cleverest builders in Britain 
were to be employed to construct the vessel, and, to quote Sir 
Thomas, five-pound notes were to be " shovelled on " to spur all 
concerned to their highest achievements. 

This, in a period in the cup's history when money was the 
chief essential of prestige in a challenger, was indeed evidence of 
Sir Thomas' unconquerable will, and it served well to keep alive 
interest in the cup contests during the year that elapsed between 
the return of the defeated Shamrock to England and the arrival of 
Sir Thomas' second challenge. 

This challenge, like the first, came from the Royal Ulster 
Yacht Club. It was as follows : 

Royal Ulster Yacht Club, 
Mt. Pottinger Road, Belfast, Ireland, 
Oct. 2d, 1900. 
J. V. S. Oddie, EsqR., 

Secretary New York Yacht Club, New York. 
Dear Sir : — I am requested by Sir Thomas J. Lipton 
to forward you this challenge for the America cup, subject, 
as to starts and courses and other details, to the same condi- 
tions as upon the occasion of the last race, which were found 
so satisfactory. 

The first race to be sailed on Tuesday, Aug. 20, 1901. 
The second race to be sailed on Thursday, Aug. 22, 
1901. 

The third race to be sailed on Saturday, Aug. 24, 1901. 
Further races, if any, to be sailed upon the same days in 
the following week. 

I, therefore, on behalf of the Royal Ulster Yacht Club, 
and in the name of Sir Thomas Lipton, rear commodore of 
the club, challenge to sail a series of match races with the 

[216] 



of THE AMERICA'S CVP [190X] 

yacht Shamrock II. against any other yacht or vessel con- 
structed in the United States of America, for the America 
cup. 

The following are the particulars of the challenging 
vessel : 

Owner, Sir Thomas J. Lipton. 

Name of yacht. Shamrock 11. 

Length on load water-line, 89.5 feet. 

Rig, cutter. 

The custom-house measurement will follow as soon as 
the vessel can be measured for registration. 

I shall be much obliged if you will cable the receipt of 
this challenge. 

Hugh C. Kelly, 
Honorable Secretary^ Royal Ulster Yacht Club. 

The New York Yacht Club appointed a cup committee com- 
posed of the following members : Commodore Lewis Cass 
Ledyard, Vice Commodore August Belmont, Rear Commodore 
C. L. F. Robinson, Secretary J. V. S. Oddie ; S. Nicholson 
Kane, chairman of the regatta committee, Ex-Commodore E. D. 
Morgan, E. M. Brown, J. Pierpont Morgan, C. Oliver Iselin, 

The committee on October 17th, 1900, sent the following 
acceptance of the Lipton challenge by cable : 

New York, Oct. 17th, 1900. 
Hugh C. Kelly, 

Secretary of the Royal Ulster Yacht Club, Belfast. 
Meeting committee held. Your challenge accepted. 
Conditions same as stood at close of last year's races, includ- 
ing private agreement as to accidents, and except as modified 
as to days of races by your challenge, and extending limit 
of time of start to 2 p. m., suitable to change of months. Is 
this satisfactory? 

Oddie. 

On Oct. 22d Sir Thomas Lipton requested by cable that 
starts be made not later than 1 p. m. and that the time limit be six 
hours instead of five and one-half hours. The committee granted 
the first recjuest, but not the second. 

Conditions to govern the match were forwarded to the chal- 
lenging club Dec. 10th, 1900. They called for best three out of 
five races, starting from Sandy Hook ligjit-vessel, the first to be 
fifteen miles to windward and leeward, and the next over a thirty- 
mile triangle, the same courses to be repeated in subsecpient 
races ; all starts to be to windward when possible ; the committee 

[217 J 



X 



['90I] THE LAWSON HISTORY 

to have power to shift the starting-point to secure a windward 
start ; starting signals to be as nearly as practicable at 11 a. m., 
and delayed only (l) in case of a change of start as above ; (2) 
in case of fog ; (3) if in the opinion of the regatta committee the 
starting line is not sufficiently clear at the time appointed for the 
start ; (4) in case both yachts agree to a postponement ; (5) in 
case of serious accident to either vessel, under special agreement 
that either vessel shall have sufficient time to effect repairs after 
any accident happening prior to the preparatory signal for a race, 
or in case of an accident happening in a race, time for repairs to 
be given before starting another race ; preparatory signal to be 
given fifteen minutes, and warning signal five minutes before 
starting signal ; exact time of a yacht crossing the line to be 
taken as her start during the two minutes following the starting 
signal, and the end of that time as the start of the yacht crossing 
after its expiration ; no race to be started after 1 p. m. ; time 
limit of a race five and one-half hours ; defending yacht to be 
named one week before the first race ; New York Yacht Club 
rules to govern measurement and time allowance, and the club's 
racing rules to govern the races, except as modified by agree- 
ment ; races to be sailed August 20th, 22d and 24th, and suc- 
ceeding Tuesdays, Thursdays and Saturdays ; unfinished races 
of one kind to be repeated until finished ; vessels to be measured 
with all weights to be carried in a race on board, and to be 
allowed three men to every five feet racing length, restrictions as 
to floors, bulkheads and water tanks to be waived ; either yacht 
altering trim to arrange for remeasurement before racing again ; 
water-lines to be marked. 

Sir Thomas Lipton on Jan. 30th, 1901, requested that the 
yachts be given a one-gun start, that they be measured at the 
Brooklyn navy yard graving-dock, and that Shamrock be given 
t iree weeks to refit at New York in the event of being delayed by 
stress of weather or other cause. The New York Yacht Club 
committee replied, Feb. 18th, that it could see no reason for 
changing the method of starting the races ; that it did not control 
the Brooklyn navy yard dock and therefore was not sure of it 
when wanted, and deemed it inexpedient to make its use a 
condition of the match ; and agreeing to allow Shamrock three 
weeks for fitting out after arrival, but the first race to be sailed 
not later than Aug. 27th. This in substance provided for a 
possible postponement of the races for a week only, even if 
Shamrock arrived less than three weeks before that date. 

Three American yachts of the cup class were put in com- 
mission at the opening of the sailing season of 1901. One was 
Columbia, defender of 1899, the other was a new Herreshoff boat 
built for a New York Yacht Club syndicate and called Constitu- 

[218 ] 



INDEPENDENCE 

Bostons candidate for cup-defe7ice honors in igoi, as she appeared on her 
maiden trial in Massachusetts Bay. From a copyrighted photograph by 
T. E. Marr. 



J «\\4'. ^v^ 



S 




of THE AMERICA'S CVP [^901] 

tion, and the third was built in Boston, for Thomas W, Lawson, 
and was called Independence. An authentic detailed description 
of this boat is given in another chapter of this book. 

From the standpoint of practical yachtsmen no progress was 
made in the sport by the racing of 1901. Constitution, though 
built expressly as defender of the cup, proved a failure for the 
purpose, chiefly through inefficient management. Though very 
fast, especially in light winds. Constitution was so badly handled, 
and therefore her all-around performance was so uncertain, that 
the cup committee dare not name her to defend the cup, and 
chose Columbia, the two-year-old champion, in her stead. In- 
dependence did not participate in the trial races, for reasons 
outside the question of her merits. 

The season opened with a revival of the old-time spirit of 
rivalry for cup defence between Boston and New York. Bos- 
ton expected the Lawson boat to bring honor to Massachusetts 
Bay as did its three Burgess defenders of the cup, while the 
new HerreshoflT vessel was expected by her backers to far ex- 
cel in speed any yacht ever built. These opposing hopes were 
in turn shattered, and that the cup did not go abroad was due 
more to the challengers' shortcomings than acquired merit in 
the defenders. 

The two new boats on which vain hopes were staked were 
laid down about the same time, though Constitution was first 
launched, at 8.32 o'clock on the evening of May 6th. The same 
absurd attempts at secrecy on the part of her builders were main- 
tained while she was under construction as in the case of Vigilant, 
Defender and Columbia, and they were equally ineffectual. 

To the ordinary observer Constitution was a twin of Columbia, 
with the difference of a slightly thinner overhang aft. Designers 
described her as similar in form and sheer to both Defender 
and Columbia, though her midship section was fuller than 
Columbia's and seemed more like Defender's. Her lead keel 
was cast in the same mould as Columbia's. Her designed 
water-line length was 89 feet 9 inches, her overall length 132 
feet 6 inches, beam at water-line 25 feet 2V^ inches, and draft 
19 feet 10 inches. These dimensions are approximate. 

Her lines both fore and aft, and in her sections, were stated to 
be " fair, fine and beautiful, with clear sweeps, and an absence of 
hardness or freakishness." She was called a " normal" boat to 
even a greater degree than Columbia, and was pointed out with 
pride by those opposed to other types. Her construction was de- 
scribed as a system of web frames and longitudinals, backed by 
tubular braces, the lower plating in-and-out, with bilge and topsides 
flush. The plating was of Tobin bronze, %(5-inch thick on the 
topsides and %2 below. The deck was thin steel, covered with 

[219] 



['901] THE LAWSON HISTORY 

cork tiling laid in shellac under pressure. The workmanship 
throughout was of the highest order. 

W. P. Stephens, a practical designer, gave the following de- 
scription of Constitution's construction in 772^- Rudder of June, 
1901 : 

The framing of the hull follows an entirely new method, as 
applied to yacht construction, the invention of Mr. Herreshoff. 
In all ordinary metal construction the general plan of the framing 
is similar to the skeleton of a fish, there being a backbone or keel 
with a large number of ribs or frames, all practically of the same 
size, attached to it at regular intervals. In the case of the previ- 
ous Herreshoff ninety-footers the frames have been of steel 
angles, extending from keel to deck, and spaced about twenty 
inches apart. A few longitudinal members in the form of bilge- 
stringers are used to stiffen the steel frames. Other angles run 
along the inside of them, but the main strength of the construction 
rests in the frames and the plating, the ribs and the skin. 

" In Constitution the frames play a subordinate part, only one- 
quarter of them extending above the hollow of the floor, at the 
joint of the fourth plate from the top and the third from the bottom. 
In place of them a system of web frames is used, the web frame 
being practically a solid bulkhead with the central portion cut out, 
leaving a rim of about fifteen inches width in the midship webs 
and decreasing toward the ends. 

" The construction is similar to that used in model yachts, in 
which each section is cut from a solid piece of wood, the centre 
being removed to lighten it. These web frames are built up of 
sheet steel from %o to %o-inch thick and fifteen inches wide, in 
sections joined by a 2^ -inch lap joint. Both outer and inner 
edges are stiffened by a pair of steel angles, one and one-half by 
one and one-half inches, the outer angles, which are cut at each 
longitudinal, serving to connect the web frame to the plating. 
The web and angles are continuous under the deck. These web 
frames are spaced at four times the usual distance apart, eighty 
inches, and between them are three ordinary frames at twenty-inch 
intervals, but extending only up to the hollow of the floor. Above 
this point the web frames are connected by a system of longitu- 
dinals running through them and directly in contact with the hull 
plating. 

"There are seven plates, each about four feet wide, on each 
side of the vessel, of Tobin bronze, the lower or garboard being 
%2-inch thick, the next three each %2-inch, and the three on 
the topsides each %2-inch. The garboard laps for about half of 
its width on to the lead keel, to which it is fastened by bronze tap 
screws, each five-eighths by six inches, there being four hundred 
and twelve screws to each garboard. 

[ 220 ] 



of THE AMERICA'S CVP [^901] 

" The keel-plate is made up of three sections of bronze casting, 
as in Defender and Columbia, twenty inches wide and about one- 
half inch thick, with a flange four inches high along each edge to 
which the centre of the garboard is riveted ; similar thwartship 
flanges being cast for the heels of the frames and the floor-plates. 
The keel-plate is also fastened directly to the lead keel by bronze 
lag screws one by ten inches, and thirty-seven in number. The 
second plate from the bottom laps over the upper edge of the gar- 
board in the usual way and also over the lower edge of the third 
plate, but the adjoining edges of the third and fourth plates form 
a flush joint, both butting on the head of the T-beam which forms 
the longitudinal at this point. 

" The next longitudinal, going upward, is in the middle of the 
fourth plate, a bulb-angle, and they continue alternately, a T-beam 
at each joint and a bulb-angle in the centre of each plate, the last 
one being a bulb-angle on top of the deck plating connecting it to 
the upper strake, which extends about two inches above the deck. 
The T-bars are four and one-half by four and one-half inches in 
the middle of the hull, diminishing in size at the ends, and the 
bulb-angles are three by two inches in the middle. The former 
are joined by means of a U-shaped clip, the ends butting, but the 
latter are laid back to back and lap at the joints, the ends being 
riveted together. 

" All the longitudinals are continuous from stem to horn-tim- 
ber, thus passing through the web frames. A system of braces, 
of l}^-inch steel tubing is used, two at each intersection of web 
frame and longitudinal, bracing the inner edge of the web and 
preventing it from buckling. 

The deck is of steel plate supported by longitudinal stringers 
of bulb-angles, passing through the upper edge of each web frame. 
The ordinary deep floor-plates at the heels of the frames have 
been replaced by smaller ones only twelve inches deep on each of 
the short angle-frames with a tie twelve inches by ^-inch higher 
up and a short brace 1^-inch square between the two, thus 
stiffening the interior of the fin between the web frames. Each 
web frame is stiffened by two struts of three-inch steel tubing 
from the bilge to the deck, at about the quarter breadth of the 
boat, but near the mast these tubes are moved in close to the 
step and partners, and additional ones, placed diagonally in a fore 
and aft direction, are used. 

The mast step itself is very strongly built, an extra web 
frame is inserted, and the keel-plate is increased to f^-inch 
thickness beneath the step. The throats of the web frames 
under the mast are deepened and the keel is built up into a deep 
longitudinal girder for a length of twenty feet, the top of this 
structure being nearly seven feet below the deck. The mast 

I 221 ] 



['90.] THE LAWSON HISTORY 

rests on two thicknesses of f^-inch steel plate riveted to the 
web frames and keel-plates ; on the lower end of the mast is a 
ring of one and one-half by one and one-half inch angle-bar, the 
vertical flange riveted to the mast and the horizontal flange pierced 
with holes for ^^-inch bolts. When the mast is stepped it 
is bolted fast by this ring to the pedestal, of which it becomes a 
part, being rooted in the hull by a broad spreading base exactly 
as a tree is rooted in the soil. The tremendous pressure of the 
mast, which nearly caused a wreck in Defender in her first races 
in 1895, is thus transmitted to the whole hull and fin instead of 
being concentrated in a comparatively small area." 

In her equipment of spars and sails it was intended to make 
Constitution the equal, if not the superior of Columbia. This 
purpose, for one reason or another failed. Her mainmast was 
of steel plate with two longitudinal joints, stiffened inside by eight 
bulb-angles and by rings of steel plate at intervals. At the head 
it carried curved steel angles forming collars for the eyes of the 
shrouds and pendants, and also a number of iron grips or steps 
for the use of the men in going aloft. The topmast, of Oregon 
pine, housed within the lower mast, being slung by a heel-rope of 
wire which was led to a winch below deck, this rope being long 
enough to allow the topmast to drop down to the extreme lower 
end of the mast. ' The topmast rigging was carried on a conical 
funnel about three feet high, of steel plate, which shipped in the 
head of the lowermast as the topmast was housed, being taken up 
again as the topmast was raised. There were twenty-one mast- 
hoops, of light steel tubing, galvanized. These hoops could only be 
used for the lower portion of the luff", as the mast carried, about two- 
thirds of the distance from deck to hounds, three forged lugs on 
each side, riveted fast. There were three lower shrouds on each 
side, fast to these lugs, in addition to the masthead and topmast 
shrouds and backstays. 

The boom and gaiF were also of steel, the former stiffened with 
six bulb-angles. The bowsprit was of Oregon pine. The rudder 
was of bronze plating, built hollow. By an original device it was 
connected with an air-pump carried below decks, from which it 
could be filled with compressed air, that practically caused the 
rudder to sustain its own weight in the water, affording a con- 
siderable relief from strain on the steering gear, especially when 
the helm was hard over, as the rudder of a modern racing yacht 
weighs more than two thousand pounds. This was but one of 
many original devices employed on the yacht. 

Constitution had her first trial under sail May 21st, and with 
it her development of uncertain qualities began. Her mast showed 
weakness that rendered necessary the fitting of extra masthead 
runners. To strengthen the spar two sets of locust spreaders 

[222 ] 



of THE AMERICA'S CVP [^901] 

were used from the first, the upper ones twelve feet long and the 
lower ten feet. The latter shipped in bronze sockets pivoted on 
the mast about one-third the distance from hounds to deck. 

Constitution was delivered May 25th to the syndicate which 
paid for her, of which the members were Messrs. August Belmont, 
vice commodore of the New York Yacht Club ; James Stillman, 
Oliver H. Payne, F. G. Bourne and Henry Walters. She was 
taken in charge by W. Butler Duncan, Esqr., as manager for the 
syndicate, and her sailing-master, chosen by Mr. Duncan, was 
Urias Rhodes, who had selected a crew chiefly from Long Island, 
with a few men secured from Deer Isle, Maine. 

The boat was given sail-stretching trials off Newport from 
May 29th to June 4th. On the latter date she was dismasted, when 
standing across from Narragansett Pier toward Brenton Reef light- 
vessel, close-hauled on the starboard tack, heading about S. E. 
and well heeled under lower sails only. The wind was fifteen 
knots S. W., weather clear and sea light. The yacht had been 
sailing with her second club-topsail up, when the lashing parted, 
and three men were sent aloft to take the sail in. They had just 
returned to the deck when at 1.50 the lower starboard spreader 
broke, owing to the strain not coming true upon it. This slacked 
the starboard masthead shrouds and lower shrouds. The topmast 
broke just above the lowermast, and the lowermast followed, col- 
lapsing about three-fifths of the way up, and forming a wedge at 
the point of collapse over which the weather shrouds drew taut. 
The collapse was so gradual as to lower the heavy steel boom 
easily on the port quarter. No one was injured in the accident, 
though the captain and several of the crew were struck by falling 
ropes, and the second mate, who was to leeward, in dodging the gaff 
fell overboard. He was promptly rescued. N. G. Herreshoff", de- 
signer of the yacht, was at the wheel when the accident occurred. 

This mishap kept Constitution at Bristol ten days. Her mast 
was taken out June 5th, and repairs were begun on it, about ten 
feet of its length at the point of collapse being rebuilt. The boat 
was docked and cleaned, and on June 15th the mast was restepped 
and rigged with stronger spreaders. June 16th Constitution was 
again at Newport, on the 17th she received another trial under 
sail, and on the 19th she went back to Bristol, this time to have 
her bowsprit set up, to ship a heavier bobstay, and to take on a 
set of hollow wood spars. On June 24th the yacht was measured 
by John Hyslop, official measurer of the New York Yacht Club, 
at Newport. Her water-line was found to be 86.96 feet, and her 
racing length 104.76, which would give her under the New York 
Yacht Club rules a sail-spread of 14,290 square feet. The racing 
length of Columbia in 1899 was 102.13 feet, and of Defender 
100.36 feet. 

[ 223 ] 



[^9ox] THE LAWSON HISTORY 

June 25th Constitution had another trial off Newport, and June 
26th she sailed to New London, where she lay over the 27th, while 
her manager witnessed the Harvard- Yale college rowing match. 

The new boat presented to date several undesirable features, 
among them a bad balance, which gave her a strong weather 
helm in a breeze, a badly fitting suit of sails and a badly handled 
crew. It was expected that these things would be bettered as the 
season advanced. 

Columbia was fitted out early in June for her season's sailing 
against the new HerreshofF vessel. She was in charge of Mr. E. 
D. Morgan as " managing owner," he having purchased Mr. C. 
Oliver Iselin's share in her. Charles Barr was again her sailing- 
master, and her crew was composed of Swedes and Norwegians. 
She was to have met Constitution for the first time in a special 
race of the New York Yacht Club off Glen Cove, Long Island 
Sound, on June 25th, but the accident to Constitution made a 
cancellation of the dates for her necessary. Columbia therefore 
sailed against Vigilant and the English yacht Ailsa, rigged as 
yawls, beating Vigilant, which she allowed 8 m. 12 s. in thirty 
miles, by sixteen minutes corrected time in fifteen miles, and 
Ailsa, which was not measured for allowance, by twenty-three 
minutes. 

While the two Herreshoff boats were trying their paces south 
of Cape Cod, " the Boston boat," as the Lawson yacht Indepen- 
dence was popularly called, was giving promise of speed in pre- 
liminary trials in Boston Bay. 

Independence was launched at the Atlantic Works, East 
Boston, May 18th, at 11 p. m. On her first trial under sail June 
3d in a moderate breeze she showed a fair turn of speed, and 
seemed to bear out the predictions that she would ' prove fast 
enough to trouble the Bristol boats when they should meet her 
off Newport, as all three yachts were entered for a special series 
of races there beginning July 6th. 

Independence had her second trial June 6th, off Boston light, 
in a breeze of from ten to twelve knots, during which she was 
subjected to a severe test, that proved her mast and rigging to be 
stronger than the average in boats of her class. In this trial, as 
during the first one, she was steered by a balance rudder, (de- 
scribed elsewhere,) of a kind that had been used successfully 
on small boats, but never on a ninety-footer. This rudder 
proved a failure, for the strain upon it caused the screw shaft 
of the diamond steerer to bend upward in the middle and bind 
until the vessel could not be controlled by the wheel. 

This accident happened with the yacht on the starboard tack 
with lifted sheets. The result was a sudden paying off, and a 
jibe, her boom going over with tremendous force. Although the 

[224] 



THE THREE AMERICAN NINETY-FOOTERS 
OF 1901 OFF NEWPORT 



CONSTITUTION COLUMBIA 



INDEPENDENCE 

(As she appeared in her last race. 
From copyrighted photographs. 




ATM]/' 



'ACil'T^jTif^'A6' 



of THE AMERICA'S CVP ['90.] 

weather runner was not set up the mast bore the strain, and 
nothing broke aloft. The lee runner was cast off after the boom 
came over, and was adrift for some minutes, with its block swing- 
ing free. The yacht cut out her own course, and after narrowly 
missing a press tug came into the wind, where her jibs were 
sheeted to windward and she was held until a line could be passed 
to her tender. 

This incident led to the abandonment of the balance rudder. 
The vessel was docked on June 14th at the U. S. navy yard at 
Charlestown, where the rudder was removed, and her old style 
stern-post rudder of bronze, which was not shipped before the 
launching, was substituted. At the same time her mast, which 
had been lifted out at the Atlantic Works, was being cut down 
five feet at the heel. From the hoist of the mainsail two feet 
six inches were cut, — which reduced its area about 300 feet, — 
and a new topmast of Oregon pine, substituted for the first one, 
which was of spruce, was shorter than the original spar by six 
feet. This change was made with the beUef that the vessel's rig 
was unnecessarily lofty. 

Coming out of dock June 15th Independence was again 
under sail June 18th, in a good breeze. A quadrant and pinion 
steering-gear used on this trial collapsed when the boat was 
making high speed, in a fifteen-knot wind, fifteen teeth of the 
twenty-three on the quadrant being broken off by the strain on 
them when the wheel was put hard-down. Several days were 
lost in putting in a more powerful gear, of the oscillating type. 

After trials on June 21st, 24th and 27th, in foggy weather 
and light airs. Independence started from Boston for south of 
Cape Cod on June 28th in tow of a tug. 

She lay that night at Provincetown, and on June 29th, in a 
strong south-wester, she was towed around the cape, against 
a hard chop, being sixteen hours making eighty miles. Owing 
to her flatness forward the yacht pounded heavily in the short sea 
on the shoals, with an effect that was painfully apparent, even to 
persons not on board, when the vessel began racing. Had a 
proper day been awaited for taking Independence around Cape 
Cod a different story could have been told of her racing career. 

Leaving Vineyard Haven June 30th Independence proceeded 
under sail to New London, making the distance, seventy-five 
miles, under lower sails and working-topsail, in eight hours, against 
a breeze of from ten to twelve knots southwest. 

At New London she went into dock to prepare for her first 
races, remaining until July 3d, when she was put over, and 
proceeded to Newport under sail. 

Columbia and Constitution had already met off" Newport, July 
1st, with a result of victory for the older boat, and on July 3d 
'5 [ 225 ] 



['90I] THE LAWSON HISTORY 

they started for a second race which was abandoned because of 
an accident to Columbia. The summaries of these races were as 
follows : 

July 1 — Special race, New York Yacht Club. Course fifteen 
miles to windward and return. Start three miles east of Brenton 
Reef light- vessel. Wind hght S. W. by W., sea smooth. 
Constitution carried away clew-cringle of her jib, losing about ten 
minutes. Columbia won by forty-eight seconds elapsed time. 
The summary : 

Start Outer Mark Finish Elapsed Time Corrected Time 

H. M. S. H. M. S. H. M. S. H. M. S. 

Columbia 11.40.37 1.24.55 2.32.41 2.52.04 Vessels not meas- 

CoNSTiTUTioN . . . II. 40 37 1. 26. 55 2.33.29 2.52.52 ured for allowance. 

July 3 — Special race. New York Yacht Club. Course thirty- 
mile triangle, starting at Brenton Reef light-vessel. Wind 
moderate S. W., sea smooth. Columbia disabled after sailing 
twenty-two minutes, by bending of martingale. Race abandoned 
with Columbia leading. 

The arrival of the Boston boat, and the approaching races in 
which she was to appear, were subjects of great popular interest. 
On July 5th Independence was measured by Mr. John Hyslop, 
with the following results: Length of water-line 89.16 feet; 
fore side of mast to forward point of measurement 74.89 feet; 
fore side of mast to end of boom 111.36 feet ; deck to under side 
of topsail halyard block 137.96 feet ; topmast 57 feet ; gaff 64.44 
feet ; sail area 13,816.91 square feet ; racing length 103.35 
feet. On this measurement Constitution allowed Independence 
42.6 s. over a thirty -mile course, and Columbia 1 m. 16.8 s., 
Independence allowing Columbia 34.2 s. 

The races in which the three ninety-footers of the season were 
to meet for the first time were arranged by the Newport Yacht 
Racing Association, a new force in American racing. The 
association was composed of many active yachting men who made 
Newport their home in summer, and believed that American 
yachting was in need of new blood and new methods. While it 
was in a measure an outgrowth of racing smaller classes off 
Newport, and had been in existence a half a dozen years, the 
association did not begin serious work in the field of yacht-racing 
until the summer of 1901; its aim then being to conduct races for 
the largest vessels under the most liberal conditions, on courses 
off Newport, than which there are none better, unless it be off 
Marblehead. 

A meeting to provide for incorporation of the association was 
held June 26th, 1901. Capital of $100,000 was subscribed, and 
the following board of governors were appointed, with power to 
elect officers : George L. Rives, Elbridge T. Gerry, Royal 

[ 226 ] 



of THE AMERICA'S CVP ['90.] 

Phelps Carroll, John Jacob Astor, Winthrop Rutherford, Reginald 
Brooks, Harry P. Whitney, Arthur T. Kemp, Herman B. Duryea, 
A. Cass Canfield, Woodbury Kane, Fred P. Sands, W. K. 
Vanderbilt, Jr., John R. Drexel, Frank K. Sturgis, The asso- 
ciation's regatta committee consisted of Herman B. Duryea, 
Woodbury Kane, Reginald Brooks, Winthrop Rutherford, Royal 
Phelps Carroll, A. Cass Canfield and H. Y. Doland. 

The association began its active career with one hundred and 
ten members. Its flag was the old stone mill of Newport in red 
on a white ground. 

Had it not been for this association it is doubtful if the HerreshofF 
boats would have met the Boston boat at all, although popular 
opinion was strongly in favor of giving Independence's owner 
every possible means of demonstrating her powers. The whole 
country, therefore, or as much of it as had interest in yachting, 
either directly or from sentiment, turned its eyes toward Newport 
on July 6th, the day of the first meeting of the yachts in the cup 
class. 

The day was not auspicious for such an important event. The 
wind was light, and the sea carried a swell not at all favorable to 
the yachts. There was a large fleet of pleasure and excursion 
craft on hand. Boston was represented by delegations of en- 
thusiasts come down to witness the first performance of their 
champion. 

These, and all others who prayed for the success of the Boston 
boat, were doomed to early disappointment, for as the vessels 
came to the line with the gun it was seen that the Lawson yacht 
moved with extreme sluggishness in the light air and heavy swell. 
Sightseers were at a loss to understand why a vessel for which 
great speed had been claimed should behave in such fashion. 
Yachting men from Massachusetts saw at once that the yacht was 
not showing the same form she did in Massachusetts Bay. Par- 
tisans of the New York Yacht Club jeered at the Lawson yacht, 
calling her "a fresh- water lumber-broker, "" a stone-sloop" 
and "scow." Certainly she came to the line as sluggishly as 
might any of these, and the hearts of her friends fell. 

At the start she was two minutes behind the other two yachts, 
which went off" jauntily in the light air, while she moved like a 
sleep-walker. At the outer mark she was so far behind that the 
committee did not wait to time her, while darkness had fallen 
before she passed the finish, marked only by a cat-boat, the com- 
mittee yacht and all other craft having gone home long before. 
At nine o'clock that evening Independence groped her way into 
Newport Harbor and came to anchor in Brenton Cove. All 
the fond dreams for her seemed shattered. The public believed 
her hopelessly outclassed, and the yachting critics were puzzled, 

I 227 I 



['9°'] THE LAWSON HISTORY 

for no announcement had been made which would throw light on 
the cause of the yacht's changed condition. 

The course of this race was fifteen miles to windward and 
return, starting at Brenton Reef light-vessel, the wind E., light, 
with an old sea. Constitution won by 9 m., 49 s., corrected time, 
from Columbia, which she allowed 1 m., 17 s. The summary : 





Start 


Outer 
Mark 




Finish 


Elapsed 
Time 


Correct 
Time 




H. M. s. 


H. M. S. 




H. M. s. 


H. M. s. 


H. M. s. 


Constitution . 


12.I0.02 


3-43-3S 




5.48.08 


5.38.06 


5.38.06 


Columbia .... 
Independence . 


. . . 12. 10.17 
12.12.00 


3-4S-48 
(Not timed. 


) 


5.59.29 


S.49.I2 


5-47-SS 



In the second race Independence made hardly a better showing 
than in the first, going as slowly at times as a heavily laden work- 
ing-vessel. Her performance was so uneven, and so far from 
what would be expected of even the slowest yacht, that the press 
writers began to ascribe it to water in her hull. Their belief that 
she was leaking was strengthened by the appearance of a stream 
of water over her lee side, obviously from a pump going under 
her deck. 

The race was sailed in a light breeze, S.W., with a long roll. 
The course was a thirty-mile triangle, and the starting-point five 
miles E.S.E. from Brenton Reef light-vessel. Constitution won 
by 28 m. 8 s. from Columbia, and by 1 h. 18 m. 31 s. from 
Independence, corrected time, allowing Columbia 1 m. 17 s. and 
Independence 43 s. The summary : 

Elapsed Corrected 

Start 1st Mark id Mark Finish Time Time 

h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. h. m. s. 

Constitution 11.55.26 2. 15.51 4.04.44 4.54.30 4.59.04 4.59.04 

Columbia 11.56.07 2.27.09 4.24.43 5.24.36 5.28.29 5.27.12 

Independence 11.56.22 2.56.10 4.51.20 6.14.40 6. 18. 18 6.17.35 

On July 10th the three boats met again, but were unable to 
make a race. The course was fifteen miles to windward and 
return, starting at Brenton Reef light- vessel, the wind S., very 
light, with fog. Constitution withdrew shortly after the start on 
account of the fog. Columbia and Independence rounded the outer 
mark, Columbia leading, but were not timed, and neither finished. 
The start: Constitution, 12.55.03; Columbia, 12.55.05; Inde- 
pendence, 12.55.07. 

Before sailing her third race, July 11th, Independence was 
lightened by the removal of about two tons of lead, and some 
changes were made in her head sails, with the hope of correcting 
a lee-helm. 

There was enough wind in this race to give the boat the angle 
of heel her design demanded, and she stepped off with more life 
than in her previous races, and stood up more steadily in the 
strong roll than either of the HerreshofF boats, with which she 

[ 228 ] 



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of THE AMERICA'S CVP ['9-] 

sailed much of the race on even terms. This showed she had 
merit which was not at first recognized, owing to handicaps of 
which her critics knew nothing. The course was fifteen miles 
to windward and return from Brenton Reef light-vessel, and the 
wind from eight to ten knots S.S.W. In the beat to the outer 
mark Independence weathered Columbia twice and Constitution 
three times, turning the outer mark ahead of the new Bristol 
boat by two seconds, which was considerably better than being 
beaten forty minutes in ten miles to windward, as she was in 
her first race. 

The run home was made through patches of fog, but the 
wind held true. Independence's partisans hoped she would make 
enough gain off the wind to overhaul Columbia and hold Consti- 
tution, but this she failed to do, finishing third, 6 m. 18 s. behind 
Columbia and 2 m, 58 s, behind Constitution. Nevertheless these 
figures showed an improvement in the boat. The summary : 





Start 
H. M. s. 


Outer 

Mark 

H. M. s. 


Finish 
H. M. s. 


Elapsed 
Time 

H. M. s. 


Corrected 

Time 
H. M. s. 


Columbia .... 
Constitution . . . 
Inozfendence . 


. . . 12.25.21 
. . . 12.25.43 
. . . 12.25.08 


2.56.26 
3.01.23 
3. 01. 21 


4.55.00 
4.58.42 
5.01.05 


4-29-39 
4-32-59 
4-35-57 


4.28.22 

4-3a-S9 
4-35-I4 



The next day was an admirable one for the last race between 
the three yachts, and exciting sport was afforded, of which the 
feature was the performance of the Boston boat. She sailed 
the race after losing her topmast, and though greatly delayed by the 
wreckage of the spar, and by her jib-topsail dragging alongside, 
she made a splendid showing and actually outsailed her rivals on 
parts of the course, which was a thirty-mile triangle, with the 
second leg to windward, the course being laid S., N.E. by E. and 
N.W. by W. 

There was a northeasterly breeze of twelve knots, freshening, 
and a lively sea, when the yachts came out for the start. They 
were given the preparatory whistle at 11.05, and manoeuvring 
for place began at once. As the time for the starting whistle ap- 
proached all stood for the line on the port tack, under good way. 

Columbia had the better of the start, but Independence was 
close up, while Constitution was nearer the leeward end of the line 
and did not get over it until twenty-one seconds after the handi- 
cap gun. 

All three boats broke out jib-topsails at the line. Columbia 
and Constitution carried their second club-topsails, but Indepen- 
dence had on one of the largest size. The two leaders forged 
ahead at great speed, Independence gaining rapidly on Columbia, 
when, about two minutes after the start, the manila end of her 
weather backstay parted at the cleat, and her topmast went by the 
board, breaking off short at the cap, and dropping a short distance 

L 229 ] 



['90I] THE LAWSON HISTORY 

below the gafF, where it hung and slatted vigorously against the 
mainsail. Her jib-topsail went overboard, formed a bag, and 
dragged heavily. 

Such an accident is enough to take the heart out of a racing 
skipper, but Captain Half kept bravely on until compelled to bring 
the boat into the wind to get clear of the wreckage, which could 
not be disposed of under way. About five minutes was lost free- 
ing the jib-topsail. Then the boat filled away again, but with her 
topmast and topsaU still hanging to leeward. After a few minutes 
more sailing she was again luffed, and the topmast was cut clear 
and left for her tender to pick up. More than ten minutes were 
lost in getting rid of this wreckage. 

When finally the Boston boat was put on her course, her two 
rivals were far ahead, and making fast time with their advan- 
tage of more sail. In spite of this, Independence made faster 
time for the remainder of the leg than either of the Herreshoff 
boats, though towing astern the wire gob-line of her topsail, that 
could not be got aboard until half the leg was covered. Four 
men had hard work to pull the line aboard when it was finally 
cleared. 

Columbia led at the mark, turning at 11.59.49, with Con- 
stitution 2 m. 2 s. behind, and Independence 6 m. 5 s. behind 
Constitution. 

After rounding the mark the Bristol boats split tacks, while 
Independence went about for a long board to starboard. In a 
series of short tacks Constitution gained on Columbia. The Boston 
boat kept up her long tacks, and the three rounded the second 
mark as follows: Columbia, 1.25.32; Constitution, 1.26.08; 
Independence, 1.36.16. 

On this leg Constitution had gained on Columbia, while Inde- 
pendence, crippled as she was, and under three lower sails only, 
made the ten miles in 2 m. 23 s. faster time than Columbia, thus 
outsailing the Herreshoff champion at the rate of fourteen seconds 
to the mile. 

From the second mark to the finish was a broad reach, and the 
Bristol boats set jib-topsails and balloon fore-staysails. The only 
added sail Independence could carry was her balloon fore-staysail, 
which she set. Without topsail or jib-topsail she had no chance 
to hold her own with her rivals. On the first part of the leg Con- 
stitution gained on Columbia, but failed to overhaul her, the latter 
winning by 2 m., 19 s. from Constitution, and by 10 m., 44 s. 
from Independence, corrected time. The summary : 

Elapsed Corrected 
Start 1st Mark 2d Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Columbia . .... ii. 11.36 11.59.49 1.25.32 2.09.33 2.57.57 2.56.40 

Constitution 11. 12. 00 12. 01. 51 1.26.08 2.10.59 *-5^-59 ^•5^-59 

Independence 11. 11. 51 12.07.56 1.31.16 2.19.58 3.08.07 3.07.24 

[ 230 ] 



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[1901] 



This race showed the Boston boat not to be entirely a failure, 
and led her critics to amend their earlier opinion of her. That 
evening her owner, Mr. Lawson, issued a statement in which he 
said that notwithstanding the boat's trip around Cape Cod almost 
wrecked her, and that in her races she carried tons of water, 
making it necessary to rig a heavy pump below decks, which kept 
her free only by frequent pumping, he believed her the fastest 
vessel afloat. 

After these races Independence was taken to New London on 
July 18th, where she was docked, leaks in her plates forward were 
located and stopped, heavier struts were put in, and she was 
supplied with a small fin or forefoot, to increase her lateral plane 
near the forward end of her water-line, and correct a bad lee 
helm, and a tendency to yaw. This plate was eleven feet long 
and seventeen inches deep, and was riveted to the hull by means 
of flanges. She was also given a new top-mast, and her head 
sails were altered. 

While Independence was in dock the Bristol boats were on the 
New York Yacht Club cruise, the race runs in which showed Con- 
stitution to be a little faster than Columbia in the light airs that 
prevailed at the time in Long Island Sound. A summary of these 
meetings of the two boats is as follows : 

July 22 — Squadron run, New York Yacht Club, Glen Cove 
to Huntington Bay, Long Island Sound. Course twenty-one and 
one-half miles, in three legs. Wind light, W.S.W., water 
smooth. Constitution won from Columbia by 4 m. 18 s., elapsed 
time. The summary : 





Start 


Finish 


Elapsed Time 


Corrected Time 




H. M. s. 


H. M. s. 


H. M. s. 


H. M. s. 


Constitution 


. . . 2.46.35 


5.13.50 


2.27.15 


Vessels not meas- 


Columbia 


. . . 2.45.58 


5. 17.31 


2.31.33 


ured for allowance. 



July 23 — Squadron run. New York Yacht Club, Huntington 
Bay to Morris Cove, twenty-eight miles. Wind very light, S.E. 
to westerly points, water smooth. Constitution won by 5 m. 16 s., 
elapsed time. The summary : 



Start 
H. M. s. 

Constitution 11.35.35 

Columbia 11.35-53 



Finish 

H. M. S, 


Elapsed Time 
H. M. s. 


5.36.41 
5.42.15 


6.01.06 

6.06.22 



July 24 — Squadron run, New York Yacht Club, Morris Cove 
to New London, thirty-seven miles. Wind moderate, S.W., and 
water smooth. Constitution won by 8 m. 23 s., elapsed time. 
The summary : 



Start 
H. M. s. 

CoNsTiru'iioN 11.05.08 

Columbia 11.05.11 



Finish 
u. M. s. 

3-37-35 
3.46.01 



Elapsed Time 
H. M. s. 
4.32.27 
4.40.50 



[231] 



Finish 


Elapsed Time 


H. M. s. 


H. M. s. 


6.21. 55 


6.56.26 


6.24.16 


6.58.31 



[X90.] XHE LAWSON HISTORY 

July 25 — New London to Newport, thirty-eight miles, wind 
twelve knots N.E., sea smooth. Constitution took bottom near 
Race Rock light, but was not damaged. Columbia won by 3 m. 
22 s., elapsed time. The summary : 

Start 
H. M. s. 

Columbia 11.25.29 

Constitution 11.25.45 

The Astor cup race, with which the cruise was wound up, 
was sailed July 29th, over the old Block Island course, a twenty- 
eight-mile triangle, with the start at Brenton Reef light-vessel, 
and was won by Columbia. The wind was N. by E. , fresh to 
strong, with a moderate sea. Columbia's margin at the finish 
was 4 m. 28 s., corrected time. Constitution allowed her 1 m. 
34 s. The summary : 

Elapsed Corrected 

Start 1st Mark 2d Mark Finisl> Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Columbia .... 11.0S.19 12.39.55 2.25.20 2.54.38 3.46.19 3.44.45 

Constitution . . . 11.07.38 12.39.46 2.27.30 2.56.51 3.49.13 3.49.13 

After the race her manager, W, Butler Duncan, Esqr., made 
this statement to the press : 

"The Constitution was beaten because she was not fast 
enough. The boat would not go, and I do not know what is the 
matter with her. I fully expected that Constitution would run 
Columbia at least five minutes to the leeward mark. Instead the 
Columbia beat us. She brought up a better breeze, and perhaps 
I made a mistake m not luffing out. I shall not race the Constitu- 
tion again in her present shape. It is simply a waste of time and 
to no purpose. I think that the fault of the boat is that the gaff 
swings too wide, and stops her going to windward. The new 
rig for the yacht is ready at HerreshofTs, and I shall telegraph for 
the riggers at once to get to work. This new rig will not alter 
the yacht's sail-plan at all. The lowermast is five feet longer 
than the present mast, but the new topmast will be shorter than 
the one noAV on the boat. It has been stated that the boom is to 
be shortened. This is not so. The object of putting in a longer 
mast is to change the lead of the peak halyards, and I think when 
the sheets are trimmed flat with the new rig we shall be able to 
get the gaff" in and do much better when going to the windward. 
The mainsail will have no more hoist, and the yacht will not have 
an inch more canvas. I think it will take about a week to make 
the change, and then we shall be ready for more racing." 

The changes announced by Mr. Duncan had been forecast by 
those watching the boat, though critics were doubtful if they 
would effect sufficient change in form to give her a winning 
chance against Columbia, in view of the inferiority in her hand- 

[232 ] 





5w»TO^?SC(?=; 





OFF NEWPORT 

Independence sails through Columbia's lee in a start, August rst, igoi. 
From photographs by T. E. Marr. 



.9/ THE AMERICA'S CVP [^901] 

ling, and there was by this time a growing belief among yachts- 
men that Columbia would be chosen to defend the cup. 

With Constitution in hospital at Bristol, only Columbia and 
Independence were on hand for the second series of races of 
the Newport Yacht Racing Association, scheduled for August 
1st and 3d, 

The first of these was sailed over a thirty-mile triangular 
course, starting at Brenton Reef light-vessel. There was a one- 
gun start. The wind was light to moderate S.W. by W., and 
the sea smooth. 

A schooner class, and the yawls Vigilant, Ailsa and Navahoe 
had part in the racing. 

The first leg of the course was to windward. Independence 
and Columbia crossed the line on the starboard tack, under the 
stern of the judges' boat, and very close together. Columbia was 
to weather, but not far enough ahead to break Independence's wind. 
The Boston yacht footed quite as fast as the champion, and stepped 
off in sprightly fashion in the six-knot breeze prevailing. Columbia 
was unable to blanket her as the race progressed, but the " lumber- 
hooker" steered badly, carrying a hard lee helm, which made hold- 
ing her up impossible. This, and the fact that the wind on three 
different occasions broke her off by shifting a point, and helped 
Columbia, accounted in part for her falling behind before the first 
mark was reached. At this mark Columbia was leading her 
Im. 9 s. 

On the second leg the wind was very nearly aft. The yawls 
used spinnakers, letting them flow well forward, and an attempt 
was made on Independence to set a spinnaker, which was sent up 
in stops. A stubborn stop refused to break out, and the sail had 
to be taken down, causing a loss of time. Columbia turned the 
second mark 6 m. 32 s. ahead of Independence ; but once around 
the Boston boat started on the reach home at a pace faster than 
her rival's, showing a fine burst of speed, and outsailing Columbia 
1 m. 49 s. on the leg, but losing the race by 5 m. 14 s., after con- 
ceding an allowance of 31 s. The summary : 





Start 
H. M. s. 


1st Mark 

H. M. S. 


2d Mark 

H. M. S. 


Finish 
H. M. s. 


Elapsed 
Time 

H. M. S. 


Corrected 
Time 

H. M. s. 


Columbia 
Independence . 


. 11.40.00 
n.40.00 


i-3>-44 
"■3i.53 


2.35.03 
2.41.35 


3.22.57 
3.27.40 


3-42-S7 
3.47.40 


3.42.26 
3.47.40 



On August 3d Columbia and Independence met again in what 
was to prove the Boston boat's last race ; a race in which some 
fleeting glory was won by a vessel whose career was little else than 
a series of disappointments. With all her shortcomings she sailed 
the two fastest ten-mile legs in this race ever made by a sailing 
yacht, handsomely coming up on Columbia, and finishing on the 
heels of the champion, which she outsailed in twenty miles with 

[ 233 ] 



t'9oi] THE LAWSON HISTORY 

started sheets 2 m. 32 s., or at the rate of 7.6 s. a mile. This, 
notwithstanding the vessel steered so wildly it was impossible to 
properly handle her, that she was leaking, and that her bow took 
one angle of heel while her stern took another, through weakness 
of construction. 

The day was well adapted to a trial of the type represented by 
Independence. There was a piping "smoky sou'wester" off 
Newport, and not too much sea. When the racers came out of 
the harbor at 10 o'clock they met a twelve-knot breeze. This 
strengthened later to eighteen knots. Both boats had all the sail 
they could comfortably carry in this breeze. 

Columbia carried a small club-topsail, and Independence on 
leaving her moorings had up a No. 2 size, but this was taken down 
before the start and a working-topsail was set in its place. This 
did not set well, and was more of a hindrance than a help in the 
beat to the first mark. 

The course was laid S.W. by S., ten miles to windward, E. 
ten miles, and N.N.W. ten miles. This gave an end-on beat on 
the first leg, a broad reach on the second leg, and a close reach 
home. 

In the preliminary skirmish for position Capt. Barr tried tac- 
tics that he had employed with success on Constitution, by getting 
on his rival's weather and pouncing on him as if to scare him into 
giving way. Old Capt. Haff" was not to be frightened in such a 
manner, but held his course, with the result that Columbia fouled 
Independence. The manager of the Boston boat, Dr. John Bry- 
ant, made no protest, not desiring to claim a race on a foul, though 
the committee's decision could not have been other than in his 
favor, under the rules. 

The foul occurred with the yachts to leeward of the line, which 
was marked by the light-vessel and Col. John Jacob Astor's steam- 
yacht Nourmahal. Independence was farthest to leeward and well 
in toward Beavertail when the preparatory gun was fired at 11.15. 
She wore ship to take her course close-hauled for the line on the 
starboard tack. In wearing she was struck by a puff" that sent her 
down to the hatches, and presented her bottom on the weather 
side clear of the water to the fin. The indicator on deck could 
record only forty degrees of heel, but its limit was reached long 
before the boat stopped heeling. The yacht finally worked out 
and straightened her course for the line. 

In the meantime Columbia was sliding down the wind, and 
wearing on Independence's weather, bore down on her until the 
two yachts were so close that the end of Columbia's boom scraped 
across Independence's rigging and stays when Columbia tried 
to pull clear. Had anything caught the Boston boat undoubtedly 
would have been dismasted. The foul was unmistakable. 

[ 234 ] 



of THE AMERICA'S CVP ['9ox] 

Fouled and back-winded by Columbia, Independence lost 
ground, and was obliged to keep along the line and cross at the 
leeward end. With the windward berth at the start the Boston 
boat might have held her rival under her lee to the mark. 

Columbia reached the line too soon at the weather end, and 
was obliged to tack to port to wait for the gun. She went over 
on the starboard tack a few seconds after Independence, at the 
weather end of the line. 

In the thresh of ten miles to windward Independence sailed as 
fast as Columbia, but failed to hold as high. The reason for this 
was not clear to those who watched the race, but it was painfully- 
clear to the men on the Lawson boat. She was steering so hard 
that three men could hardly budge her a point whenever she 
"took the bit in her teeth." This was caused by the wrenching 
of her hull. When leaving her moorings that morning the yacht 
lay down in a puflP, and the tubular struts or braces in the vicinity 
of her rudder, which were much too light, bent like bows. Men 
were sent below to straighten them with mauls, and spare anchor- 
stocks and capstan-bars were seized on to prevent a recurrence of 
the trouble. In the strong breeze, however, there was consider- 
able play in her stern, causing her rudder head to bind. Under 
such conditions her captain found it impossible to lay her close to 
the wind at all times. In addition to this the vessel was leaking 
throughout the race. 

Despite this she sailed as fast on the beat out as Columbia, 
though her performance was uneven, and she failed to hold up 
properly. Columbia therefore got farther out to windward and 
led by 3 m. 12 s. at the windward mark. On rounding the mark 
Columbia broke out a No. 2 jib-topsail, and when Independence 
wore around she did the same. It was here the friends of the 
Boston boat felt she would redeem herself, if ever, and hardly 
was she around the mark before she began to show she was to do 
it. Her pace from the moment her boom was eased off to port 
was faster than Columbia's, and she begun to cut down the lead 
of the boat ahead most handsomely, Capt. Barr luifed his vessel 
a little to windward of the course as he neared the second mark, 
and shortly before reaching it jibed, hauling around it sharply at 
1.30.55, with Independence boiling on behind at a pace that now 
must have given the men on the Herreshoff boat some concern. 

Columbia was hardly on her course for the home run when 
several hard puffs laid her down, and her No. 2 jib-topsail was 
taken in on the run. A few minutes later a small one was sent 
up, and this did excellent work for the remainder of the race. 

Independence hauled around the mark at 1.32.30, having gained 
1 m. 37 s. on the leg, and now only 1 m. 35 s. behind her rival. 
She started on the now-or-never task before her at great speed, 

[ 235 ] 



['90.] THE LAWSON HISTORY 

though, to the dismay of her friends, in a very erratic manner. 
Her jib-topsail sheet seemed to get adrift after she came around 
the mark, and it was some minutes before the sail could be sheeted 
in. It was also noticed that the yacht was steering wild, and 
going far to leeward of her course, a most exasperating circum- 
stance, when every fathom lost meant the slipping away of her 
chance to win, which at the turn was a good one. The spectators 
could not understand the cause of this loss of precious time, for 
Columbia was bowling along steadily for the light-vessel, while 
Independence steered altogether too far to leeward to make it when 
it should come in sight through the haze. The reason for this 
performance was afterwards made plain. 

It appears that the vessel's compass had not been adjusted to 
such great angles of heel as the yacht assumed, and that while 
apparently on her course she was sailing two points to leeward of 
it. This error was observed after about two miles had been sailed 
from the mark, and the yacht was promptly headed up for Colum- 
bia. The No. 2 jib-topsail she had carried from the first mark 
was taken in, and under mainsail, staysail, jib and working-top- 
sail, the Boston boat began to cut out the fastest pace ever attained 
by a sailing yacht. Heeled to the hatches at times, with the 
water boiling and hissing along her lee rail, with her long bow 
rising high from a cushion of foam, her sails as hard as iron, and 
her crew clinging to her deck like mountaineers on a glacis, the 
boat from north of Cape Cod began to show the onlookers what 
speed in a sailing vessel really was. Fathom by fathom she 
shortened the gap between herself and the white craft flying 
ahead, coming on steadily and surely, and seeming to reach out 
as she advanced to clutch the wreath of victory. The excitement 
of those who witnessed the struggle was painfully strong. It was 
one of those rare moments in yacht-racing that stands out for all 
time, and is a beacon on the dead level of every-day things. The 
fire of sporting fever was roused by it, eyes sparkled, hearts beat 
more quickly, and the nerves of the spectators were tense as they 
watched the Titanic struggle. 

But alas for the hopes of the men of Boston ! The light- vessel 
was all too near, and the time too short for Independence to put 
the seal of victory on her work, for Columbia slipped over the line 
a winner as the fox slips into his hole ahead of the pursuing hound, 
and was safe by a margin of forty seconds. The last stake of 
Independence had been well played for, and lost by the trick of 
a fickle compass. The summary of times for the race was as 
follows : 





Start 

H. M. S. 


1st Mark 

H. M. S. 


2d Mark 

H. M. S. 


Finish 
H. M. s. 


Elapsed 
Time 

H. M. S. 


Corrected 

Time 

H. M. S. 


Columbia 
Independence . 


11.25.00 
. . 11.25.00 


12.42.31 

I1-45-43 

[ 236 


1.30.55 
1.32.30 

] 


2.16.48 
2.17.28 


2.51.48 
2.52.28 


2.51.17 
2.52.28 



of THE AMERICA'S CVP c^^ox] 

Analysis of these figures shows that the entire thirty miles 
was made by Columbia in 2 h. 51m. and 48 s. ; by Independence 
in 2 h. 52 m. and 28 s., which was better than the existing record 
for thirty miles.* The twenty miles of reaching was made by 
Columbia in 1 h. 34 m. 17s., and by Independence in 1 h. 31 m. 
45 s. This was record time for twenty miles on any point of 
sailing. 

Comparative figures count for little except for a whole race, 
but these are given merely to credit a craft which never won 
a victory with what appears to be her due, a record pace at 
reaching, in which she readily outsailed the champion of two cup 
seasons. 

This race elicited warm praise for Independence from her 
friends, and concessions of one sort or another from those who 
had never looked on her with favor. One of the latter was Mr. 
W. P. Stephens, of New York, a conservative and conscientious 
writer, who in a letter to 77ie Yachtsman said : 

" Whatever the future may have in store for her. Independ- 
ence has had one chance which has been accepted by all her 
admirers as a conclusive proof of her great speed and a full justifi- 
cation of the very costly experiment of a ninety-foot scow. The 
race, the second of the Newport Y. R. A. series, though resulting 
in a defeat for Independence by Columbia, may be taken in two 
ways, first, as proving that she is an exceptionally fast yacht and 
in need only of minor improvements to outsail the Herreshoff boats ; 
second, as proving her close relationship to the small-class scows 
and the possession of their most striking characteristics, excep- 
tional speed under conditions but seldom realized, and little speed 
under the average conditions of match sailing." 

After these races Independence lay for some time in Newport 
Harbor, having been entered, by invitation of the Indian Harbor 
Yacht Club of Greenwich, Conn., to sail against Columbia and 
Constitution in a special match in Long Island Sound. The club 
was obliged to abandon the match, owing to the fact that Columbia 
and Constitution were withdrawn, leaving Independence alone in 
the class. 

As the Larchmont Yacht Club was arranging a special match 
for ninety-footers, it was expected by the public that Independence 

* The record for cup races is held by the 13 m. i8 s. for thirty miles, by Columbia. For 

schooner Columbia, which made thirty miles, reach- twenty miles of reaching in this race, under condi- 

ing, against Livonia, Oct. i8th, 1871, in 3 h. tions of wind and sea similar to those in her race 

' •"• 'i'i/4 8- These figures have often been against Independence, Columbia's time was I h. 

quoted as the record for forty miles. The course 44 m. and 52 s. which was not so good as Inde- 

over which they were made was to have been forty pendence's time for twenty miles by 10 m. 35 s. 

miles long, but as marked was in fact but thirty The fastest previous time in a cup match by 

nfiilcs. cutters was made by Vigilant in her final race 

The best time made by cutters to date in a cup against Valkyrie U., October 13th, 1893, thirty 

match was for the triangular race between Columbia miles, fifteen to windward and return, the time 

and Shamrock U October 3d, 1 901, it being 3 h. being 3 h. 24 m. 39 s. 

[ 237 ] 



['90X] THE LAWSON HISTORY 

would be invited to participate ; but no such invitation was extended 
to her. 

It now being apparent that no more races could be secured for 
the Boston yacht, she was taken back to Boston, where on Sep- 
tember 3d, three months to a day from the date of her first trial, 
she went out of commission, and the work of breaking her up 
began. The reasons for making this disposition of the yacht are 
treated in another chapter of this book. 

Constitution and Columbia resumed their meetings August 
10th, off Newport, and raced through the remainder of the month, 
with honors for the older boat, the record of their races being as 
follows : 

August 10 — Special New York Yacht Club race off Newport. 
Course fifteen miles to windward and return, starting at Brenton 
Reef light- vessel. Wind fifteen to twenty knots, S.S.W. Co- 
lumbia was in the wind five minutes to secure her bowsprit, which 
was loose. Constitution won by 4 m. 9 s., elapsed time. The 



summary : 


Start 
H. M. s. 


Outer Mark 
H. M. s. 


Finish 

H. M. s. 


Elapsed Time 

H. M. s. 


Corrected Time 


Constitution . 
Columbia . 


I.OI oo 
1.00.46 


2 5940 
3.01.30 


4 1743 

4.21.38 


3.16.43 
3.20.52 


Vessels not meas- 
ured for allowance. 



August 12 — Special New York Yacht Club race off Newport. 
Course thirty-mile triangle, starting at Brenton Reef light- vessel. 
Wind at start N.N.E., variable, four to seven knots, long swell. 
Columbia lost on actual time by thirty-three seconds, though win- 
ning on allowance as subsequently figured by forty-seven seconds. 
The summary : 





Start 


1st Mark 


2d Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 




H M. S. 


H. M. s. 


H. M. s. 


H. M. s. 


H. M. S. 




Constitution . 


12.0009 


1.03.00 


2.44.59 


4.25.16 


4 25 07 


Vessels not meas- 


Columbia . . 


1200,36 


1.06.38 


2.50.39 


4.26.16 


4.25.40 


ured for allowance. 



August 14 — Special New York Yacht Club race off Newport. 
Course fifteen miles to windward and return, starting at Brenton 
Reef light-vessel. Race declared off with Constitution leading, 
six miles from the outer mark, 3 h. 45 m. after the start, as the 
boats could not finish within the time limit of five and one-half 
hours. 

August 16 — Larchmont Yacht Club races. Long Island Sound. 
Course thirty miles, in three legs, twice round. Wind light 
S.S.W. , water smooth. Constitution won by 31 m. 23 s., cor- 
rected time, allowing 1 m. 20 s. The summary : 

Elapsed Corrected 

Start Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. 

Constitution >.35'i 5.16.20 3-4109 3-4I-09 

Columbia 1-35-36 5 49 18 4-13-5* 412-32 

[238 ] 



^THE AMERICA'S CVP [^901] 

August 17 — Larchmont Yacht Club races. Course same as 
on preceding day. Wind S.S.W., eight knots, water smooth. 
Constitution won by 58 s. corrected time. The summary : 

Elapsed Corrected 

Start Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. 

Constitution 1.05.09 4.08.23 3-°3-i4 3-°3-i4 

Columbia 1.05.11 4-i°-43 3-05-32 3.04.12 

August 22 — Seawanhaka-Corinthian Yacht Club special race, 
oiF Oyster Bay, Long Island Sound. Course twenty-nine and 
one-half miles, twice around a triangle. One-gun start. Wind 
southerly, five to ten knots. Columbia won by 2 m. 57 s., cor- 
rected time. The summary : 

Elapsed Corrected 

Start Finish Time Time 

H. M S. H. M. S. H, M. S. H. M. S. 

Columbia . 1.3500 523-32 3-48-32 3-47-I4 

Constitution 1.35.00 5^5. n 3S°-'i 3SO-ii 

August 24 — Seawanhaka-Corinthian Yacht Club special race, 
off Oyster Bay. Course thirty and one-half miles, twice around a 
triangle. One-gun start. Wind S.S.E. to E.S.E., fluky, aver- 
aging six knots. Columbia led at end of first round. Constitution 
withdrawn in a rain squall, when leading. Columbia completed the 
course. The summary : 





Start 


1st Mark 


2d Mark 


End of Round Finish 




H. M. s. 


H. tn. s. 


H. M. S. 


H. M. S. H. M. s. 


Columbia 


12.35.00 


1. 02. 51 


I. 33. 21 


I 58.18 4.08.00 


Constitution 


12.35.00 


1.03.25 


1.33.58 


I 59.18 (Did not finish.) 



On August 25th Constitution went to Bristol for a final attempt 
by the HerresholF Company to put her in proper form before the 
trial races, which were sailed August 31st and September 2d and 
4th, off Newport. The first race was fifteen miles to windward 
and return. There was a seven-knot breeze S.E. by E. at the 
start and a smooth sea, except for an easy roll. At the start 
Columbia forced Constitution over the line before the gun and was 
compelled to follow her, but tacked quickly and re-crossed. Con- 
stitution jibed and crossed with a handicap. Columbia quickly 
worked out to windward, and the race seemed lost to Constitution 
within the first half-hour. At the outer mark Columbia was lead- 
ing by two minutes. The wind had shifted somewhat, which 
made a long and a short leg to the mark, and a reach home. 
Columbia gained on the run home 1 m. 53 s., making a total gain 
of 3 m. 48 s. in 3 h. 20 m. 53 s. of sailing. The summary : 





Start 


Outer Mark 


Finish 


El.ipsed 
Time 


Corrected 
Time 




H. M. s. 


H. M. s. 


H M. S. 


11. M. s. 


II. M. s. 


Columbia ... 
Constitution 


. . M.41.15 
. . 11.42.00 


1.30.45 
I 3a-4S 


3 02.08 
3.06.01 


3 20.53 
3 24.01 


3.19 42 
3,24.01 



[ 239 ] 



1st Mark 
H, M. s. 


2d Mark 

H. M. S. 


Elapsed Time 
H. M. s 


3. II. 08 
3.16.03 


4.50.40 
4.55.10 


3 50.34 
3-5S04 



['901] THE LAWSON HISTORY 

In a second trial, over a triangular course of thirty miles, Con- 
stitution had the weather position at the start, in a faint breeze, 
but Columbia soon worked out from her lee, and at the first mark 
had gained 4 m. 55 s. On a ten-mile reach to the second mark 
Constitution gained fifteen seconds. On the last leg the vessels 
were becalmed, Columbia being ahead a quarter of a mile four 
miles from the finish, when the race was called off at 6,15 p.m. 
The summary : 

Start 
H. M. s. 

Columbia 1.00.06 

Constitution 1.00.06 

Before the final race was sailed Constitution's new mainsail was 
unbent, and the mainsail used in her first races and subsequently 
discarded was put on m its place. 

The wind at the start of the last race was about seven knots 
S.S.W. The signal was given at 1 p. m. Columbia violated the 
rules at the start by bearing down on Constitution three times, 
luffing each time, and giving her a back-draft which deadened her 
headway. Columbia led around the outer mark by less than a 
minute. The run home in a light breeze with balloon jib-topsails 
set, and spinnakers to port, was made in slow time. Constitution 
on several occasions pulled up abeam of Columbia, but failed to 
pass her. When nearing the mark spinnakers were taken in, 
and the boats having made some leeway from the course, sheets 
were trimmed for the finish. Constitution's crew were clumsy in 
handling their spinnaker, which collapsed across her stays, and 
later dragged in the water. This helped give Columbia a clear 
lead. Near the line Constitution's balloon jib-topsail was split in a 
puff. Columbia lowered hers, and later set a large one in its 
place. She led over the line by nineteen seconds. Constitution 
lost the race by seventeen seconds corrected time. The sum- 
mary : 

Start 
H. M. s. 

Columbia 1.00.47 

Constitution 1.02.00 

Capt. Barr was disqualified next day by the regatta com- 
mittee without protest from Constitution for bearing away at the 
start ; but as the special committee decided the same day to select 
Columbia to defend the cup, the race thus credited Constitution did 
not count. Had the issue been determined on the total number of 
wins alone, the boats would have had to meet again, as each had 
a race to her credit at the end of the trials. 

The committee, however, was satisfied that Columbia was 
the safer boat to select as defender, and exercised its right to 

[ 240 ] 



Outer Mark 


Finish 


Elapsed 
Time 


Corrected 
Time 


H. M. s. 


H. M. s. 


H. M. s. 


H. M. S. 


3,02.44 


S0313 


4.02.26 


401.15 


3.03.25 


5.03.32 


4.01.32 


4.01.32 



of THE AMERICA'S CVP [^901] 

name her as such without further trials, its announcement being 
made September 5th through this notice, posted at its station in 
Newport : 

Station No. 6, N. Y. Y. C, 

Newport, R. I., Sept. 5th, 1901. 
At a meeting of the committee on the challenge of the 
Royal Ulster Yacht Club, held on the flagship* at half-past 
eleven o'clock this day, the Columbia was selected as repre- 
sentative of the New York Yacht Club. 

(Signed) J. V. S. Oddie, 

Secretart/. 

The committee's decision evidently was reached against the 
wishes of Constitution's builder and manager, and its wisdom was 
at first questioned. Later it was given the color of justification by 
the fact that the cup races resulted in a victory for the defending 
yacht. Mr. J. Pierpont Morgan, chief owner of Columbia, did not 
take part in the committee's deliberations in choosing the defender. 
Mr. E. D. Morgan, originally a member, had been replaced by 
Mr. Archibald Rogers, after purchasing an interest in Columbia, 
and Mr. August Belmont, who was a part owner of Constitution, 
by Mr. J. Malcolm Forbes of Boston. 

Naturally there was much discussion among yachtsmen over 
the shattering of HerreshofF's hopes in Constitution. The causes 
of her defeat were not charged up to inherent defects in her hull, 
but to bad sails and rig, and bad management. 

Whether justly or not, yachtsmen held the chief trouble to 
have been inefficiency in handling, particularly in starts, in which 
she undoubtedly was sailed with marked timidity, almost invari- 
ably receiving the crumbs after Columbia made off with the loaf. 
Capt. Barr, in sailing Columbia, had his vessel under perfect con- 
trol at all times, and, with a touch of Scotch canniness generally 
put her where he wanted her to be, without special regard for the 
niceties of the rights of others, so long as those rights were not 
insisted upon.t 

There was a great hue-and-cry over this, which resulted in 
only a few faint rebukes for Capt. Barr, and a great deal of dis- 
paragement for Constitution's sailing-master and manager. In 
effect, however, the blame for Constitution's failure was laid on 
Mr. Duncan, who, while meeting all the requirements of a gentle- 
man yachtsman, was unequal in this instance to the task imposed 
on him. If Capt. Rhodes erred more in one direction than another, 
it was in lack of spirit in obeying orders to dodge Columbia in 

* Schooner Corona, formerly Colonia, cutter. believed himself crowded out of a rightful position 
t It will be recalled that in 1895 Capt. Barr in a start by Capt. Haff. 
refused to sail Vigilant against Defender when he 

•6 [ 241 ] 



[X90.] THE LAWSON HISTORY 

starts at any cost. Some skippers would have insisted on following 
their own judgment, even at the expense of their position. Capt. 
Rhodes carried out his orders to the detriment of his reputation as 
a sailing-master, and came in for some extremely sharp criticism. 
The Rudder^ for example, characterized the handling of Constitu- 
tion as ' ' boat-murder, ' ' resulting from ' ' palpable breaches of the 
fundamental laws of yacht- racing, for which there was no excuse. 

" Barr simply made a monkey of the other man," wrote the 
editor of The Rudder, with a broad touch of forecastle idiom. 
He forced him to do whatever he wished, and shoved and jostled 
the Constitution, the latter' s skipper giving way in the most com- 
plaisant manner. The Constitution crowd seemed to be deathly 
afraid of Barr, and whenever it came to a close question their only 
anxiety seemed to be to get out of his way, and give him all the 
rope he wanted. Their excuse for this cringing was that they 
did not want to have the boat injured ; a most childish excuse, 
and one that no experienced man would make. Barr is no fool, 
and if he found he was up against a man with a stiff backbone, 
not only would he not try to force such a game, but he would 
know when his share of the rush had reached its limit, and give 
way in time to save any trouble. His boat was quicker on the 
helm than the Constitution, and he had full control of her. If the 
Constitution people had insisted on their rights they would have 
got them. . . . 

' ' At the start on th» third day [trial races] Barr violated all 
rules of civilized warfare. He simply drove Rhodes off the line 
and onto the wrong side of the committee boat. . . . Barr two or 
three times deliberately bore down on the Constitution when there 
was no necessity for it, his object being to prevent her from draw- 
ing ahead, clearing her wind and tacking. He deliberately estab- 
lished an overlap so as to prevent her going on the other board, 
and held it until it was no longer possible for Rhodes to clear the 
lee mark-boat. He then took the line, leaving the Constitution to 
wear around and be handicapped." 

The Rudder thus contrasted the general management of the 
two yachts : 

' ' To show the difference between the manner in which the 
two boats were run, it is only necessary to paint two pictures. It 
was the day of the last [trial] race, say ten minutes before they 
doused spinnakers to make the finish. On the Columbia Barr 
stood behind the wheel ; about him for a space of ten feet the 
deck was absolutely clear, except just in front sat one man who 
never moved, and kept his eyes in front. Then turn to the Con- 
stitution ; the space about Rhodes looked like the corner of a 
country main street on a Saturday night. HerreshofF, in his shirt 
sleeves, stood behind the skipper ; to his right was a group of 

[242 ] 



<9/THE AMERICA'S CVP ['90.3 

three gentlemen, talking, pointing and gesticulating. Two or 
three other men walked about the decks, and in the companion 
sat two ladies. On one deck business, silence and order, such 
as should be on a racing yacht ; on the other an excursion party. 
*. . . On the Columbia the crew were, for all the movement they 
made, part of their vessel. When called upon to execute an 
order they rose, acted and returned to their positions like well- 
trained parts of a machine. On the Constitution the crew, under 
the distracting example of people moving about the decks, lolled 
about uneasily ; when they rose to carry out an order they did so 
in a straggling and ragged manner. In taking in the spinnaker 
the new boat's crew made a botch of the job, showing in the way 
they handled the sail a sad want of training in concerted crew- 
action. On the Columbia a minute after the same sail was doused 
in a clean and expeditious style that resulted in a gain of several 
seconds for the older boat." 

The writer here quoted drew from these circumstances the 
lesson that "yacht-racing is a business. To be successful you 
must cast aside all ulterior considerations, and work only to win. 
. . . You must have the best sails, no matter who makes them ; 
you must have your decks clear of idlers, no matter whose friends 
they are ; you must have the cleverest skipper and best trained 
crew despite the fact that the builder of the boat wants somebody 
else. You must know no fear and show no favor. The will that 
moulds men and means to an end regardless of personal ties or 
business associations is the will needed in such a task. System, 
discipline, order ; the submission of all to purpose. This never 
can exist except under a single and uncontrolled head." 

Blame is never so sweet as praise, and all concerned in Con- 
stitution came in for plenty of it. Her record was a puzzle, for 
she had sailed very fast one day, only to lose ignominiously the 
next. Her sails were reproaches on the sail-maker's art, and her 
relative balance of sail-eifort and lateral plane seemed far from 
right, as she carried a hard weather helm in strong breezes that 
nobody seemed able to correct. There was a feeling among 
unbiased yachtsmen that had her sails been made elsewhere than 
at the Herreshoff shops less trouble would have been experienced 
with them ; but the Herreshoff contract called for Herreshoff sails, 
whether good or bad, so Herreshoff sails only were used.* The 
vessel had three mainsails, it was said, but there seemed little to 

* An interesting bit of gossip told in the fleet bills for canvas supplied at contract net prices. The 

was to the effect that the Herreshoff Company story is not vouched for here. It is certain Colum- 

could not obtain the same kind of canvas for their bia's mainsail of 1899 was made of canvas that stood 

sails in 1 90 1 tliat they used in Columbia's excellent up better than any which came out of the Herreshoff 

sails of 1899, owing to the refusal of the manu- shops in 1901, and it was so superior to new sails 

facturers to supply it. The story was to the effect supplied her that it was used in the trial and cup 

that ten per-cent discounts were taken from a season's races 

[243] 



['901] THE LAWSON HISTORY 

choose between them. All appeared to stretch and develop " hard 
spots " as soon as used. 

So far as the public was competent to judge, Mr. Herreshoff 
was greatly chagrined over the rejection of Constitution, and his 
feelings could not have been soothed by the reflection of critics 
that he was in a large measure responsible for the vessel's failure, 
not only on account of the defects noted, but by a sin of omission 
in not insisting that the yacht be placed in more competent hands. 
Mr. Herreshoff" was quoted m an interview at the beginning of the 
season as saying Constitution was the fastest yacht he ever de- 
signed, and would readily defeat Columbia. His views on her 
career as a candidate for cup defence, and rejection, have never 
been made pubUc. 

A summary of the season's riieetings of the three American 
ninety-footers shows clearly the work done by each. It begins 
with the race of July 1st, between Columbia and Constitution, and 
ends with the final trial race. 

Independence sailed but six races, four against Columbia and 
Constitution, and two against Columbia alone, all under the direc- 
tion of the Ne^vport Yacht Racing Association. She showed steady 
improvement, and under normal conditions doubtless would have 
won two races, both sailed in strong winds, namely, that of July 
12th, in which she lost her topmast, and that of August 3d, 
in which she ran off" her course through an error of her compass, 
as previously stated. 

Columbia and Constitution had twenty- two meetings, including 
the official trials, and finished eighteen races, in which Columbia 
won nine and Constitution nine. In the trials Columbia would 
have won two, had not one been lost on disqualification, while the 
third was declared off". Constitution's victories for the season 
were chiefly in light winds. 

After the trial races Columbia and Constitution proceeded to 
Bristol. Here the defender's sails were put in shape for the cup 
races, a new suit being taken on board. Columbia was then taken 
to New York for docking and measurement. Constitution was 
stripped, her mast was lifted out, and she was towed to New 
London where she was hauled out. 

At this period the public's enthusiasm over the outlook for 
retaining the cup was not great, while many yachtsmen endorsed 
such views as the following, expressed editorially by Thomas 
Fleming Day, editor of The Rudder : 

' ' For the sake of the sport I would like to see Sir Thomas 
Lipton win. As it is, the contest is too one-sided, but if the cup 
could be passed and repassed across the ocean it would be better 
for yachting on both sides. It was for this same reason that I 
would have been pleased to see Herreshoff" knocked out, and the 

[244 ] 



of THE AMES^ICA'S CVP 



[1901] 



right and power to design a successful defender pass to another 
man. When all the fast craft come from the hand of one man, 
yacht-racing ceases to be anything but a question of money and 
a sport of certainties. The HerreshofF shadow is fast settling 
down on our yachting in the East, and unless something is done 
to throw it off, yacht-racing will get a setback such as it has never 
experienced before in our time." 



-^ 




[ 245 ] 




[^9ox] THE LAWSON HISTORY 

SECOND CHALLENGER OF SIR THOMAS 
LIPTON IS DEFEATED BY A FORMER 
CUP DEFENDER: 1901. CHAPTER XV. 

[ORTUNE seemed as sparing of her smiles to the 
challenger for the cup as to its defenders in the 
summer of 1901, for while the New York Yacht 
Club was learning by experience the shortcomings 
of Mr. HerreshofTs fore-ordained defender, Sir 
Thomas Lipton was passing through similar en- 
lightenment in connection with the trials of Mr. 
Watson's challenger. 
^^ Shamrock II. was launched from the yard of 
Messrs. William Denny & Brother at Dumbarton, on the river 
Leven, April 20th, and was towed to Cowes, where she received 
her saUs from Ratsey's lofts, and thence to Southampton for her 
spars. The boat was given her first trial under sail May 4th, 
and for a week was jogged about The Solent and neighborhood, 
generally in company with the first Shamrock. On May 9th, in 
a puff near The Needles, her steel gaff collapsed, and her owner 
narrowly escaped injury from a falling block. This was the first 
accident in what was to prove a spectacular early career. 

On May 13th the challenger was given her first serious trial 
against the older boat, in Weymouth Bay, and was defeated by 
about three and one-half minutes over a triangular course of twenty 
miles, in a good breeze. After this race she was docked at 
Southampton for repairs made necessary by the drawing of rivets 
in her bow plating near the water-line. On coming out of dock 
May 20th the challenger was given a new mainsail, and was 
started on her formal trials against the older boat, the first race 
being sailed on that date, over a course twelve miles to windward 
from the Nab light-vessel, in a good sailing breeze. The first 
Shamrock led by half a minute at the turn, and yielded victory at 
the finish by only thirty-seven seconds. Another trial took place 
next day in a good sailing breeze and smarter sea, the start being 
at Warner Fort, the course to Nab Rock buoy, and back to the 
light- vessel. Shamrock II. was troubled with a slacking of her 
bobstay, and lost ground going to windward, finishing 1 m. 34 s. 
behind the older boat. 

The third formal trial was set for May 22d. The event was 
a most important one to Sir Thomas as King Edward VII. had 
signified his pleasure to come down and sail on the new yacht. 
He arrived in due time, was met at Southampton by Sir Thomas 

[246] 



SHAMROCK II. 

Eleventh challenger for the America's cup, in the Clyde, and in dock. 
Front a peii drawing by IV. G. Wood, after photographs. 







fl/^' /: 



'^Ml 



JMiM 



p_m._L__ 







^THE AMERICA'S CVP ['901] 

on the steam-yacht Erin, and was taken to the racer, which lay 
off Cowes. With the King was the Marchioness of Londonderry. 
Other persons on board Shamrock II. , besides the officers and crew, 
were W. G. Jameson, amateur manager of the boat, and Mrs. 
Jameson, and G. L. Watson, the designer. 

In addition to Shamrock I. the new vessel was to have as a 
competitor the racing yawl Sybarita. They were to sail practi- 
cally the old Queen's cup course, around the Warner and Lepe, 
starting at West Brambles buoy. The yachts were to be sent 
away at two o'clock. There was a good sailing breeze from the 
east, light enough to allow the use of club-topsails. The sea was 
moderate. Capt. Edward A. Sycamore of Brightlingsea, sailmg- 
master, was at the helm of Shamrock II., and W. G. Jameson 
was in command. The boats were manoeuvring for the start, 
and had about a minute to go, when they were struck by a puff, 
in itself no stronger than many another on a summer's day in that 
neighborhood, but enough to cause an accident which, to quote a 
London journal, " made Britain gasp." 

Shamrock II. was standing away from the line on the starboard 
tack, and was just coming into the wind to tack toward it when, 
in the words of an eye-witness, " suddenly and without warning 
her whole rig collapsed and went overboard." 

The yacht in fact was totally dismantled in the space of a 
minute. Her mast went over the side like an empty paint-tube, 
and soon hung inverted with the topmast pointing to the bottom. 
The main-boom settled over the port quarter, and all the running 
and standing rigging fell, naturally, to leeward, with the sails and 
spars. No one was injured, though the accident might easily 
have been attended with serious results. 

When the accident occurred, the King, according to press 
reports, was seated in the companionway, at the top of the steps 
leading below. Correspondents were careful to state that he was 
smoking at the time, and that he lighted a fresh cigar after asking 
if any one was hurt. Two masthead men whose duties had taken 
them aloft at the start owed their lives, doubtless, to the fact that 
they had just returned to the deck when the lofty structure of 
steel and canvas went into the sea. Several sailors carried over- 
board by the sails were rescued. 

The collapse of the rig was described as gradual, as compared 
with the character of dismasting on a wood-sparred vessel. 
Trouble was noticed first by the mate, who was forward watching 
the head-sails, when he saw the bowsprit rise and swing to lee- 
ward. He shouted aft to keep the vessel off, but before a full 
could be caught in her mainsail, which might have saved the 
mast, the topmast fell, and then gradually the mast sagged off 
until it collapsed near the deck and went over into the sea. 

[247] 



[^9ox] THE LAWSON HISTORY 

The cause of the accident was said to be the breaking of the 
eye in the plate into which the bobstay was bolted at the stem. 
This probably was the seat of the trouble, though the first cause 
of the difficulty, as stated by Mr. Day, editor of The Rudder^ who 
inspected the yacht after the accident, was the setting up of the 
weather preventer before the mast had moved forward, which 
caused a strain on the headstays to Avhich the bobstay fastening 
was unequal under the conditions that prevailed, as the boat was 
spanking heavily while in the wind. This indicates that the cause 
may have been due to questionable judgment rather than struc- 
tural weakness. 

After the accident the King left the yacht in Sir Thomas 
Lipton's launch, proceeding to the steam-yacht Erin, and thence 
ashore at Southampton. Shamrock II. was towed to Hythe after 
being cleared from the wreckage. Her mast and gear were sub- 
sequently salved by divers. 

Immediately after the accident Sir Thomas cabled the New 
York Yacht Club as follows : 

Southampton, May 22d. 
Commodore Led yard, New York Yacht Club : 

Regret had very bad accident to-day with new Shamrock, 
but thankful nobody injured. Fear will render it impossible 
keep engagement of Aug. 20th, but hope cable club to-morrow 
after consultation with designers and builders. Am afraid 
will be necessary ask for few weeks grace. Am very dis- 
tressed at possibility of giving club trouble. 

Thomas J. Lipton. 

The club's reply was as follows : 

New York, May 22d. 
Sir Thomas Lipton, London : 

We all sincerely regret new Shamrock's accident. Glad 
no one was injured, and trust result to yacht is not serious. 
Will await further advice from you before any action. 

Ledyard. 

On May 23d Sir Thomas asked for a postponement of the 
races for six weeks from August 20th, the original date, and 
offered Shamrock I. as a substitute for the challenger, if the club 
found it " must adhere to date." 

The next day he asked for "one month's grace," to which 
the New York Yacht Club replied that on request of the Royal 
Ulster Yacht Club it would forward an amended agreement in 
conformity to his request. The matter was finally arranged on 
the basis of one month's postponement from the original date. 

The dismantled challenger was towed to the Clyde to receive 
a new rig. Her sailing in southern waters had not built up an 

[ 248 J 



THREE ACCIDENTS 



COLUMBIA DISMASTED 
August 22d, i8gg, off Point Judith. 



CONSTITUTION DISMASTED 
June /fih, igoi, off Newport. 



SHAMROCK II. DISMASTED 

May 2 2d, igoi, in The Solent, with King Edward VII. on board 

From copyrighted photographs. 



^-^' 






of THE AMERICA'S CVP [^901] 

abiding faith in her. Reports were cabled to this country from 
trustworthy correspondents that she was not fast enough to " lift 
the cup." One American critic who viewed her declared, on 
May 23d, that she " lacked the perfect combination that is essen- 
tial to speed," and added that "in sailing she seemed to gain her 
pace with an enormous exertion of power." The Yachtsman, a 
representative and far-sighted British journal, on May 30th 
stated editorially : ' ' Unless something is done in the way of altera- 
tion of design, we do not think the new boat stands the faintest 
chance for the cup." Events showed that she stood more than 
the faintest chance, but such reading as this in a British paper 
could not have been cheering to Sir Thomas while he awaited the 
rehabilitation of his challenger. 

Changes in design are not easy in a metal racing machine, and 
none were made, it is safe to believe, in Shamrock II. ; but 
changes were made in her spars, and for the better. When 
she was again put under sail, in the Clyde early in July, for a 
second series of trials, it was with a pole mast, a novelty in a 
yacht of the cup class, which contributed to an improvement in 
speed. 

With sails of buff sea island cotton, as near perfect as racing 
sails have been made, the boat entered her second trials in far 
better form than when she sailed in The Solent. In a fortnight 
of hard sailing in the Clyde she showed steady improvement, and 
scored repeated wins over the first Shamrock, though never by 
very wide margins. 

The American public followed reports of the trials closely, but 
was not satisfied from cabled accounts whether or not the first 
Shamrock was sailed for all she was worth. In the absence of 
definite evidence to the contrary, and in view of the record 
of Shamrock II. in American waters, it is proper to assume 
that she was. 

After the middle of July preparations were made for bringing 
the challenger across the ocean. Her crew were offered a bonus 
of $40 each above their wages for the voyage. " Going foreign " 
in a bronze bowl did not appeal to fifteen of them, who demanded 
$75 bonus, whereupon they were promptly discharged. 

For the voyage across the Adantic Shamrock was strength- 
ened internally by what was described as " a most ingeniously 
designed system of struts and props, tie-beams and stringers," as 
much to withstand the strain of towing as the buffeting of the 
sea. She was put under reduced cutter rig, with the short wood 
mast carried by Shamrock I. when towed across, a stump topmast, 
a lug mainsail, and staysail on a stay to the stemhead, without a 
bowsprit. In tow of Erin she left Gourock July 27th. Sir 
Thomas and a few friends went along on Erin as far as the Holy 

[ 249 ] 



['90.] THE LAWSON HISTORY 

Isle, and before leaving, according to report, " spoke a few words 
of cheer to the men on Shamrock II." 

Erin and her tow logged two hundred and fifty miles a day. 
A call was made at Ponta Delgada, Azores Islands, for coal, and 
on August 11th, at 11.30 p. m., they passed Sandy Hook, a little 
less than sixteen days out from the Clyde. 

Shamrock was promptly taken to Erie Basin, where all chal- 
lengers since Genesta had refitted, and there received her racing 
spars and gear, which arrived by steamer August 4th. On 
August 14th she was docked, and American yachtsmen had an 
opportunity to form at first-hand an intelligent opinion of the 
appearance of a much-heralded, much-praised and much-con- 
demned yacht. They naturally compared her to American boats. 
To the eye her body-lines appeared similar to those of Columbia 
and Constitution, although her ends were longer, her counter and 
stern finer, and her bow lower, with the fulness carried farther 
forward, and with more of a "snub" in the turn of the stem. 
Her lateral plane seemed not to be cut away so much as that of 
the Herreshoff yachts, while her bilge was somewhat fuller. In 
profile forward she appeared to favor the " scow " type, but from 
other points of view she was more like the so-called normal type 
of modern bronze yacht, with fair, full body, and very fine fore- 
and-aft lines. The shape of the bow was her most striking 
feature. 

While one visual expert saw all the qualities of speed in her, 
others said she had too many curves to prove a winner. An 
example of a conscientious American opinion of the yacht's 
qualities, from a critic who saw her in dock, may be had in the 
following from The Scientific American : 

" When the under-water form of Shamrock II. was laid bare in 
the Erie dry-dock, two facts were at once made evident : First, 
that G. L. Watson has designed an entirely original boat ; second, 
that the much-talked-of towing experiments in the Denny testing 
tank were evidently responsible for the most striking departures 
in her lines from what might be called the orthodox form of a 
ninety-foot racing cutter. It may further be stated, without much 
fear of contradiction, that with the exception of a certain fulness 
in the sections from about the wake of the mast forward for 
several feet into the overhang, she has the most refined form 
ever seen in a cup challenger. Her after body, from the point of 
greatest beam, which lies not very far aft of the shrouds, to her 
narrow and shallow stern, has been refined to a degree which 
makes one ask how it can ever be possible for the boat to carry 
her great spread of 14,500 square feet of canvas. . . . 

"Watson has returned somewhat to the midsection which 
distinguished his two most successful boats. Queen Mab and 

[250 J 



^THE AMERICA'S CVP ['9-] 

Britannia. There is not the slightest suggestion of the high bilges 
of the scow form, as seen in Independence, nor is there the com- 
parative hardening of the bilges, as seen in Columbia. So easy, 
indeed, are the bilges that we have to go back to Defender to 
find their like, and they round into the broad sweep of the free- 
board curve at the fin with a true reverse curve, without so much 
as a suggestion of a straight line in the floor. These features, 
taken with the rather full and round sections toward the bow, the 
finely-drawn-out run and quarters, and the easy curve and great 
length of the diagonals, point toward a form that will be easy to 
drive at the higher speeds, and will show but little of that wave- 
making tendency which was a marked fault in Valkyrie III. and 
Shamrock I. We venture to say that the model of the boat will 
commend itself at the very first glance to any naval constructor 
who may chance to see the Shamrock in dry-dock. While the 
body of the boat would suggest great speed in fresh winds, 
particularly in running and reaching, we think that she will not 
prove to be relatively so speedy in light airs." 

The deduction arrived at by this writer fairly represented the 
careful American estimate of the boat at the time ; yet the races 
showed it was not correct. 

Extreme care seemed to have been taken by Shamrock's 
designer to make the boat's lines fair to a hair's breadth, and to 
give her an easy form. She showed his work at the testing-tank 
quite plainly, and was indeed a beautiful example of what might 
be called clever designing. 

In connection with the tank tests by which Mr. Watson was 
said to have arrived at the form which he adopted for Shamrock 
II., much was published on both sides of the Atlantic. At an 
industrial exhibition held in Glasgow in the summer of 1901 a 
model of the tank in which the tests were made was shown. 
The Yachtsman said of it : 

" Nothing has touched the public imagination in connection with 
the designing and building of the new Shamrock to a greater 
extent than the experiments Mr. Watson made with her model — 
or rather models, for some dozen in all were used — in the experi- 
mental tank of Messrs. Denny. Many of the men-in-the-street 
sort of admirers of yachting are under the impression that out of 
those tank experiments in some magical way Mr. Watson fished the 
secret of how to win the America's cup. The experiments were 
of the most vital importance undoubtedly, but the data obtained by 
them went more towards confirming previously held opinions than 
to the producing of anything of a revolutionary character. That 
notwithstanding, it was a very happy idea of Messrs. Denny to 
include a large and very complete working model of their now his- 
toric tank in their exhibit." 

[251] 



[^9oi] THE LAWSON HISTORY 

Shamrock's model was not part of the exhibit. 

In the London Telegraphoi May 16th, 1901, an article appeared 
describing these tank tests, the statement being made that Mr. 
Watson and Mr. Denny experimented nine months at the tank 
before the design of Shamrock II. was settled upon. The tank 
was designed by Professor William Froude, who designed an 
experimental model-testing tank for the British Admiralty at Has- 
lar, where warship models are tested. The Dumbarton tank was 
described as follows : 

' ' The Dumbarton tank is three hundred feet long, with a 
width of twenty-two feet and a depth of ten feet, and in relation 
to the size of the models is practically a reduced copy of the water 
area of the English Channel. It is broader than it need be possi- 
bly, but this is a good fault. Were it too narrow the waves created 
by a model's movement through the water might strike back off 
the sides and upset all the scientific calculations. From end to end 
of the tank, down its centre, runs a suspended double pathway of 
wood on which are the lines as for a little railway. They are tra- 
versed by a carriage of exquisite ingenuity, under which the model 
for experiment is fitted. By means of a wire rope, working by 
steam round a drum, this conveyance, known as a dynamometer, 
is drawn to and fro along the lines at any desired speed, and with it, 
of course, the attached model, which is ballasted with shot, so as to 
give the accurate proportionate draft of water. As the carriage flies 
along, pens working over paper on a drum record the distance 
in feet travelled, the time in half-seconds occupied, and the 
amount of resistance in pounds which is set up. A long mirror is 
hung below the carriage, its lower edge being just level with the 
surface of the water in the tank. This travels with the carriage, 
parallel with the model, and by its means the operator can see the 
wave profile against the side of the model. It will be readily 
understood that data of this character are of the utmost impor- 
tance in settling the lines and form of a vessel, as the model can 
be modified experimentally, and the result of every change will be 
set down in different-coloured inks by the faithful pens. . . . 

" A few words as to the method of preparing the models. 
They are made of paraffin wax. First, workmen prepare from 
the rough drawings of the intended ship a bed of clay, shaped like 
the projected vessel's big brother, as it were. A framework of 
lath and canvas, called a core, being a more or less exact model of 
the craft, is also constructed. The core is placed in the clay bed, 
and between it and the clay is poured the hot wax. As soon 
as it is cold the rough model is affixed to a wood frame to facili- 
tate handling, and is then ready to be transformed into an exact 
miniature of the vessel desired. The drawings are set up in front 
of the two men in charge of the modelling machine, which, by 

[252 ] 



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^ 






^THE AMERICA'S CVP ['901] 

a pantographic motion, reproduces the sectional drawings with 
absolute fidelity on the wax model, and then a steady hand and 
a chisel complete the task. These models are of considerable 
size, some of them weighing as much as two hundred pounds. 

The utility of such a tank in the designing of a racing 
yacht can be readily understood, and, as has been stated, it was 
used for no less than nine months in preparing the designs of 
the Shamrock, the doors being closed and no one outside know- 
ing the results obtained. One after another various models were 
tested until there was a flotilla of eleven wax craft, all possible 
challengers, and before the final result was achieved these dimin- 
utive vessels were submitted to sixty different modifications. Dur- 
ing most of last year Mr. Watson, assisted by Mr. Denny, was 
conducting experiments to ascertain the form of hull and keel 
best suited to good speed and combining the other requirements 
of a racing cutter." 

Sir Thomas had this to say to a Glasgow interviewer apropos 
the tests made by Mr. Watson, and the results achieved by him 
in his designing of the yacht : 

"Mr. Watson required a great deal of persuasion before he 
would take in hand the building of a challenger, and I beUeve all 
the money that could have been offered to him would not have 
been sufficient to induce him to undertake the work had it not 
been that he saw what he considered good prospect of success. 
This much I can say with certainty, and without betraying any 
confidences — that in Shamrock II. we shall have a yacht totally 
unlike in shape anything ever launched on either side of the Atlantic, 
and Mr. Watson is not the man to go rashly experimenting before 
he found his way clear and giving promise of success. In connec- 
tion with the designing of this boat he has made discoveries of the 
utmost importance, and likely to have a very important effect on 
the future of yacht-designing. ' ' 

An American opinion of the practical value of Mr. Watson's 
tank tests may be given in a remark of a prominent New York 
designer to a few friends, coming up the bay the evening after 
Shamrock's first cup race, which was : " The trouble with Mr. 
Watson's tank tests seems to be that he did not have the model 
of Columbia to test also. ' ' 

In construction Shamrock II. was not dissimilar to the average 
boat built of bronze. The workmanship in her plating was fine, 
though no finer than in Shamrock I., while her construction was 
lighter. She developed one weakness common to the racing 
machines of this type — a tendency of her rivets to draw. Con- 
stitution had the same weakness, as did also Independence. 

No reliable data concerning Shamrock's construction are avail- 
able. Her dimensions as generally given were : Length on deck 

[ 253 ] 



['90I] THE LAWSON HISTORY 

137 feet ; beam 24 feet ; draft 21 feet 3 inches. These un- 
doubtedly were approximately correct, though they do not come 
from any official source. 

Her'sail-plan was relatively narrow in proportion to its height. 
Her steel pole mast measured one hundred and fifty-eight feet 
eight inches overall and buried eight feet eight inches in the hull, 
thus making the height from deck to truck one hundred. and fifty 
feet. As the club-topsail extended about twenty feet above the 
truck the peak of that sail was about one hundred and seventy-five 
feet above the water-line. Her main-boom was one hundred and 
two feet nine inches long, and her bowsprit was thirty feet out- 
board. Compared with Shamrock I. the challenger of 1901 had 
a foot less beam, a few inches less draft, less displacement, less 
wetted surface, and over ten per cent more sail area. 

Shamrock's trials in the neighborhood of Sandy Hook began 
August 22d, and were followed with deep interest by the public. 
Her speed was described as marvellous, and press reports had her 
coming about in twelve seconds, and sailing a measured mile at 
the rate of fourteen knots, which were results she never attained 
in the cup races under exceptionally favorable conditions. That 
she was fast and able no one could deny, but her speed seemed 
greater at first, it would appear, than it really was, which is invari- 
ably the case with cup challengers. 

Shamrock II. 's tuning up in American waters was without 
special incident, except for a bad quarter-hour she had on Sep- 
tember 12th, when caught in a squall. It was a clear day, with 
a moderate southerly wind in the morning increasing to fifteen 
and then to eighteen knots. Shamrock stood out from her moor- 
ings in the forenoon, and sailed about outside Sandy Hook. 
She then returned by Gedney's Channel, and after shifting sails, 
went out again in the afternoon under lower sails and working-top- 
sail. She found plenty of wind outside, and the signal tower on the 
point of the Hook signalled to her to look out for a squall, so she 
started in by the main channel. When near the Southwest Spit, 
the squall, which was reported as blowing fifty miles an hour over 
the city, struck her suddenly, before she had time to do more than 
lower her staysail. She was close to buoy 6, on the edge of Flynn's 
Knoll, where there is but fifteen feet of water. Capt. Sycamore 
luffed her and she drove astern at first. Then he kept her off 
toward the point of the Hook, where the water was deeper. As 
she bore away she felt the full force of the gale, and buried to her 
mast. It was feared her mast would go by the board, but she 
soon worked out, and after keeping on a short distance she tacked 
and stood back toward buoy 6, passing inside of it into shoal 
water, but going clear. The wind fell quickly, and was followed 
by rain. The yacht was towed back to her moorings unharmed. 

[ 254 ] 



of THE AMERICA'S CVP C'901] 

Capt. Sycamore's seamanship was criticised by American and 
English writers for his having allowed himself to be " caught 
afoul" in a tight place. 

Shamrock was taken to the Erie Basin dry-dock on September 
15th, and by noon she was docked, her hull being exposed for the 
second time in this country. The bottom was in good condition, 
requiring only cleaning and polishing, and the replacing of several 
rivets. An extra bilge-stringer was also run well down inside the 
hull. The copper sheathing was removed from her rudder, 
which was of wood, and the wood was planed down and new 
sheathing put on. The yacht remained in dock more than a week. 

On her arrival at New York Columbia was docked at the 
Morse Iron Works in South Brooklyn for polishing and painting. 

In the meantime it had become apparent that should the in- 
juries of President McKinley, who was shot at Buffalo September 
6th, prove fatal, the races would have to be postponed. The 
President died September 14th, and Sir Thomas Lipton at once 
proposed a postponement of the races. 

A meeting was held September 16th at the New York Yacht 
Club house, between the America's cup committee of the club 
and representatives of the Royal Ulster Yacht Club, at which it 
was agreed that the postponement of the first race should be for 
five days from September 21st, or to September 26th, the 
succeeding races to be sailed September 28th, October 1st, 3d 
and 5th. 

In its letter to the New York Yacht Club suggesting the date 
of postponement, the Royal Ulster Yacht Club Committee said : 
There will perhaps be some who would desire that the post- 
ponement should be longer, and were our own feelings alone con- 
cerned we would propose a later date. But in naming the date 
suggested we have been compelled to consider not only the fact of 
the very large number of persons who have come to this country 
with the challenger to help in various capacities, some of whom 
have duties at home demanding attention at the earliest possible 
date, but we have also felt that we had to remember the many 
charters, hiring and other contracts involving large sums made by 
citizens of this country ; and of the thousands of persons who in 
one way or another find work and employment in connection with the 
races, many of whom we have reason to know will suffer a heavy 
loss by a protracted delay." 

The New York Yacht Club committee in accepting the change 
of date said : 

"We are quite sure that all American yachtsmen and the 
public in general will accept as a graceful courtesy on your part 
the suggestion that you have made, that the races be postponed 
in view of the terrible affliction which has come to our country." 

[ 255 ] 



['90X] THE LAWSON HISTORY 

Sir Thomas Lipton in an interview said : "I feel that a post- 
ponement of a week shows proper respect for the memory of the 
president. ' ' 

A few days before the races the coat of green paint on Sham- 
rock's topsides was removed, except a narrow ribband at the 
sheer-strake, it being thought she would sail better without it. 
This incident illustrates the extreme view taken of the value of 
reducing friction. The entire hull of the boat was burnished like 
a metal mirror, the bronze taking a dull lustre of a yellowish- 
green tint. 

Equal care was taken in polishing the bottom plates of Colum- 
bia, but her topsides were again coated with pure white paint. 

On September 24th the rival boats lay side by side at Erie Basin, 
and Mr. John Hyslop measured them, with the following results : 

Columbia Shamrock 

Length on load water-line 89.77 ft. ^9-^S ft- 

Length from after end of the main-boom to end of point of 

measurement, or end of bowsprit where jib-topsail halyard 

block is fastened 182.87 184.03 

From fore side of mast to end of bowsprit as above ... 73-86 78.28 

Length of spinnaker-boom 73-30 78.28 

Length of main gaff 64.94 66.17 

Length of topmast (for measurement) 64.64 68.18 

Minuses. 51.71 54.54 

Upper side of main-boom to topsail-halyard block . . . 134.74 143.39 

Square root of sail area 114.94 118.33 

Sailing length as per rule 102.35 i°3-79 

No one unfamiliar with methods of measuring yachts will care 
for more than an outline, given elsewhere, of the system by which 
the New York Yacht Club figures time allowances. The results 
showed that Shamrock's allowance to Columbia would be forty- 
three seconds in thirty miles, which was much less than was ex- 
pected by every one except perhaps Mr. Watson. Under the 
rule excess of sail area, as measured, beyond certain limits is 
taxed for time allowance. It was found that by the rule Sham- 
rock's sail area was 14,027 square feet, and Columbia's 13,211 
square feet, which made an excess of 816 square feet for which 
Shamrock was taxed. 

After being floated from Erie Basin in the forenoon of Sep- 
tember 25th the competing yachts were towed to an anchorage 
inside Sandy Hook. Each was ready for the struggle, nothing 
being left undone that could give either the slightest possible 
advantage. Each crew professed confidence in the result, although 
Columbia's people, with a well-tried boat under them, knew 
better what to expect of their craft than the challengers did of 
Shamrock, which was untried in actual racing. 

The racers and their attendant vessels made a considerable 
fleet inside the Hook, and there was great activity on board them 
in preparation for getting under way for the first race. 

[ 256 ] 



"A fair breeze blew.'''' 

SHAMROCK II. A STUDY 

From a copyrighted photograph by F. A . Walter. 





GO^miattr moi sv rA,w*iTt/i 



of THE AMERICA'S CVP ['90.] 

Before the vessels were started from, their moorings Mr. W. 
Butler Duncan, Jr., went on board Shamrock as representative of 
the New York Yacht Club, and Mr. Robert C. Ure boarded 
Columbia as representative of the Royal Ulster Yacht Club. In 
passing it may be mentioned that Mr. Ure's place on Columbia 
was taken for subsequent races by Mr. H. M. McGildowny, 
the latter being a more active member of the Royal Ulster Yacnt 
Club than the former. 

The day of the first race, September 26th, dawned fine and 
warm, with a free air moving off Sandy Hook, the weather conditions 
being at their best for late September in the latitude of New York. 
A sepia mist lay over the city and New Jersey hills. Seaward a 
few fleecy clouds drifted out of the horizon and sailed southwest- 
ward as the morning grew older. 

When the yachts came out past the Hook in tow about 9.30 
a breeze of twelve-knots' strength, from E. by N., picked up a 
sparkling chop on the long ocean swell heaving landward. A little 
later the wind dropped, and by 10.30 when the code signal giving 
the course was hoisted on the committee tug Navigator, it was 
scarcely ten-knots' strength. 

The course, E. by N. fifteen miles, was logged by a tug, and 
a guide-tug was ready to steam over it in a straight line to 
show the racers the way. A patrol of government vessels simi- 
lar to that of 1899 was early on the ground to assure a clear 
course. It consisted of six revenue cutters, and several smaller 
craft, assisted by a number of steam-yachts, large and small. 
No torpedo boats were employed, as in 1899. Capt. Thomas 
D. Walker, on the revenue cutter Gresham, was in command of 
the patrol fleet. 

When the yachts cast off" their towlines, and began to sail 
slowly about in the vicinity of Sandy Hook light-vessel, waiting 
the preparatory signal, they were observed with deep interest by 
the large number of persons on the attendant excursion fleet, 
and comparisons were made by no means derogatory to the 
challenging boat. To the layman's eye Shamrock II. seemed 
larger and more powerful than Columbia. Her sails were loftier, 
and her hull longer and lower, with an appearance to leanness 
that seemed to indicate superior power and speed. The set of 
her sails was perfect, and being a fresh buft' tint, they made with 
the dull yellowish-green of her hull a study in brown and olive, 
which contrasted strongly with Columbia's snow-white hull and 
no less purely white canvas. Critics averred that Shamrock's 
sails were too flat and firm to wrest speed from American breezes, 
but casual observers declared them perfect. Columbia wore her 
1899 mainsail and new headsails. Each boat had her largest club- 
topsail aloft. 

'7 [ 257 ] 



['90.] THE LAWSON HISTORY 

From the moment of their casting off towlines it was to be 
seen the vessels were more evenly matched than any other con- 
testants for the cup, and that the struggle between them would 
be sharp and close. It began at 10.55, with the preparatory 
gun. The boats were then to southward of the line. With the 
gun they stood toward the line on the starboard tack, Columbia 
having the weather berth. For the next fifteen minutes their 
manoeuvres were watched with breathless interest from the fleet. 

Cleverer handling of ninety-footers had never been seen off 
Sandy Hook. Capt. Barr had an opponent worthy of his steel, 
and not afraid of him. The result was hair-lifting to novices. 
The yachts kept such close company that it seemed momentarily 
as if their spars or hulls must touch. They first came toward 
the line as noted, and crossed it. Shamrock luffing frequently, 
and Columbia luffing with her. North of the line Shamrock wore 
ship. Columbia jibed with her, and maintained the weather 
berth. They then stood back across the line on the port tack, so 
close together that a clash seemed unavoidable. Some distance 
from the line Columbia hauled and tacked to starboard, Shamrock 
tacking also, with Columbia still on her quarter. Shamrock 
luffed, and so did Columbia, with the result that the latter crossed 
the line ahead of the starting gun, now nearly due. 

Warned from the committee boat, the yachts fell off to leeward 
of the line, and stood along it until the gun was fired. Then they 
luffed to cross, and both went over the line, Columbia being timed 
as twelve seconds in the lead. 

Unfortunately there was raised a question as to whether or 
not this gain was legitimate. The men in charge of Shamrock, 
according to press reports, subsequently stated that had they held 
to their rights and not given way, Capt. Barr could not have 
avoided fouling them at the start. The question was the one 
which had so often risen earlier in the season in starts between 
Columbia and other vessels, as to whether the leeward yacht kept 
off voluntarily, or was forced to keep off to avoid a foul with the 
boat to windward. The captain of Shamrock stated he saw Co- 
lumbia keep off, and he also kept off to escape collision, wishing to 
avoid the unpleasantness of a foul at the beginning of the series. 
Capt. Barr might have luffed on finding himself across ahead of 
the gun, and wore ship to get back of the line, but it is probable 
that in luffing he would have fouled Shamrock in the same manner 
he fouled Independence off Newport ; and as Capt. Sycamore gave 
way, it appears that Capt. Barr found it easier to keep off, and at 
the same time hold his advantage. 

Once over, Columbia, which was going the faster, luffed 
sharply and threw a back draft into Shamrock's sails, deadening 
the challenger's speed Somewhat. Shamrock tacked to port under 

[258 J 



of THE AMERICA'S CVP ['90.] 

the defender's stern, and thus the race began. Columbia at once 
went after her rival, which seemed to start off at a much faster 
pace, raising fears in the hearts of some of the patriots that Co- 
lumbia could not hold her. 

After the first five minutes of sailing the challenger seemed 
to go slower, and Columbia, favored by a puff, worked out on 
her weather. The wind was now not more than seven knots 
and falling, with streaks of strength that favored first one vessel, 
then the other, Columbia made easier progress on the 
long swell. She also seemed to pinch higher into the wind 
in the puffs, and to get more benefit from them than her rival, 
through careful trimming of her sails and more responsive 
steering. Shamrock's sails seemed to be trimmed down too flat, 
and she was sent straight ahead, while her opponent headed 
up strongly in all puffs. 

At 11.41.35 the vessels approached one another on opposite 
tacks, and Columbia, on the port tack, crossed Shamrock's bow, 
about one hundred and fifty yards ahead. About an hour later, 
Shamrock, by a bit of good fortune, was enabled to turn the tables. 
The course of the yachts lay towards the Long Island shore, down 
which the turn was marked. At 12.45.30 Columbia tacked off- 
shore to port, and Shamrock started to follow, but failed to come 
about in the very light wind. She therefore fell off again on the 
same inshore tack, where in a short time she caught a consider- 
able air. At the same time Columbia was in a " soft spot" sea- 
ward. The outcome was a gain for Shamrock which enabled her, 
when the boats next came into company, to cross Columbia's bow 
and tack on her weather. 

The advantage thus gained was not held, for the breeze 
strengthening after one o'clock, Columbia pulled through Sham- 
rock's lee, and by luffing tried to move out to windward of her. 
A number of short tacks followed, resulting in the American boat 
obtaining the weather berth, which she easily held. The outer 
mark was rounded with Columbia 7 m. 15s. ahead of Shamrock. 
The wind hauled to the south after the mark was turned, and fell 
lighter and lighter. At 4.40 the race was declared off, the time 
limit having expired. Columbia was then eight miles from the 
finish, and perhaps a mile ahead. The summary : 

Start Outer Mark 

H. M. S. H. M. S, 

Columbia 11.10.49 3-°5-3* 

Shamrock II 11. 11. 01 3.12.47 

The day's sailing dampened the ardor of Shamrock's backers, 
and reassured Columbia's friends. The challenger appeared slower 
in stays and not so lively in light winds as the defender ; and 
though splendidly sailed, there was a shade of inferiority in her 

[ 259 ] 



['90I] THE LAWSON HISTORY 

handling that told against her. That night Sir Thomas Lipton 
told the press representatives that with a breeze of from ten to 
twelve knots Shamrock would do much better. 

When the boats next met, September 28th, the challenger 
gave a far better account of herself in a breeze nine knots at the 
start of the race to about three knots at the finish. The course 
was again fifteen miles to windward and return, and was 
laid E. by S. 

The weather was clear after a foggy morning, when the yachts 
came out in tow from the Horseshoe, inside Sandy Hook, about 
10 o'clock, sending up their sails as they proceeded to the scene 
of the start. At 10.30 both were under sail, making leisurely 
movements around the light- vessel and committee boat. The sea 
was smoother than on September 26th, but there was still a long 
swell on. 

With the preliminary signal at 10.45 the movements of the 
yachts became more decided. Sails were carefully trimmed, 
their sailing-masters and crews became more alert, and an atmos- 
phere of expectancy and excitement in the fleet heralded the 
approach of a stirring battle. 

The mancEuvring for the start which then began was even 
cleverer than when the boats first met. The great racing 
machines were tacked, jibed and put about as easily as small 
raters, approaching each other within biscuit-toss, sometimes 
wearing ship in a complete circle in a diameter that seemed not 
greater than twice their own length, and moving all the time with 
the greatest ease and grace, under conditions of sea and wind 
that afforded an ideal setting for such a picture of modern racing 
of giant toys on summer seas. 

The honors of the start lay this time with the English skipper, 
who so far out-generalled Capt. Barr as to put the challenger in 
the windward berth, and to cross the line two seconds in the lead. 
The evolutions of the start were more intricate than were ever 
before witnessed off" the Hook. The old days of schooner racing, 
with start from anchor, seemed very far off" indeed in view of the 
elaborate movements of these great birds of the sea in 1901. So 
great was the value set on the weather-gauge that it was believed 
victory might depend on it, and the lead at the line carried as 
great moral prestige as a lead at the outer mark. 

After ten minutes' smart sailing the vessels stood along the line 
on the port tack, headed south. Shamrock being to windward. 
Some distance south of the committee tug, which formed the 
southerly end of the line, they tacked to starboard, and headed 
back for the line, with the committee boat showing over their 
starboard bows. Columbia was then to windward, but Shamrock 
was held close for the stern of the tug, and Capt. Barr was forced 

[260] 



COLUMBIA AND SHAMROCK II. 

Start and finish of their first race for the America's cup, September 
28th, igoi. From copyrighted photographs by fames Burton. 



..'?\!pji.f:i)^^f 



^THE AMERICA'S CVP C'9oo 

to go around the tug to windward or take chances of collision if 
he tried to squeeze his boat between Shamrock and the tug's 
stern. He chose the safer course, and went around the tug. 
Shamrock passed under the tug's stern, and the boats again came 
into company at the line. Columbia was going the faster, and 
coming down across the line she passed ahead of Shamrock. This 
gave Capt. Sycamore the chance he had planned for, and hauling 
his boat sharp on the wind, he came out on Columbia's weather 
quarter with the gun, and won the honors of the closest start ever 
made in a cup race, crossing two seconds ahead of the home boat, 
at 11.00.14. 

That this weather gauge was of the first importance the wind- 
ward work in the race showed, for the challenger held Columbia 
under her lee all the way to the outer mark. On crossing the 
line Columbia succeeded in giving Shamrock a slight back-draft 
from her sails, by luffing out, but one minute after crossing Sham- 
rock tacked to port. Columbia soon followed, but failed to get out 
to windward of the challenger, as she had on the occasion of their 
first meeting. Capt. Barr tried all his cleverest tricks of pull- 
ing his boat away and luffing her up, steering with a sensitive 
touch, while Capt. Sycamore sailed the challenger in his usual 
undeviating fashion. The wind was about nine knots and steady, 
and the sea long and easy. Shamrock carried her crew to lee- 
ward, to increase her list, but Columbia's lay along the weather 
rail. Columbia tacked oftener than the challenger, which, after 
going about at 11.15 was held on one long starboard tack. Twice 
in the next three-quarters hour Columbia approached her on the 
port tack and tried to cross her bows, but each time she was 
forced about under the challenger's lee. 

At 12.30 the yachts again came into close company, Columbia 
squarely in Shamrock's lee. The challenger was going the faster, 
and as she crept along Columbia's weather a shadow cast by her 
towering topsail fell on the edge of Columbia's snow-white main- 
sail, growing larger and larger, until it covered half the sail. 
Capt. Barr seemed not to fancy the silent visitor so like a cloud 
on the fair fabric of his hopes, and he gave his vessel a 
rap-full, which sent her ahead until the shadow slipped off the 
mainsail's edge. 

The yachts came about for their lay to the mark at 12.54, 
Columbia still close under the challenger's lee. Capt. Sycamore 
sailed his vessel high in the wind, pinching her hard at times, 
and Columbia had no choice but to keep along as best she 
might. The vessels rounded the mark but a dozen lengths 
apart. Shamrock being timed at 1.25.12, and Columbia at 
1.25.53. Shamrock's elapsed time for the beat out was 2 h. 
24 m. 58 s., and Columbia's, 2 h. 25 m. 37 s. 

[261] 



[^9ox] THE LAWSON HISTORY 

Columbia made twelve tacks to Shamrock's six, Shamrock 
improving her advantage at the start by a gain of thirty-nine 
seconds. 

Watson had accomplished, under perfectly fair conditions, 
what he accomplished with Valkyrie II. against Vigilant when 
conditions favored the challenger, — that is, he had beaten an 
American boat in working to windward. As in the case of 
Valkyrie II., however, the challenger was destined to lose on 
the run home. 

After rounding the mark Capt. Barr by a strategical move- 
ment gained a number of the seconds he had lost in the windward 
work. With boom to port. Shamrock luffed by the wind and to 
windward of her course on rounding, dropping her spinnaker 
pole to starboard. Columbia was no sooner around than she also 
was luffed, to break if possible the leader's wind. Capt. Syca- 
more met the move by continuing his luff. Columbia's crew next 
broke out a few stops of her spinnaker, as if she were about to 
be squared away on her course. On Shamrock the action was 
observed, but the challenger's spinnaker was not broken out. 
The movement on Columbia was for the purpose of decoying the 
challenger into breaking out her spinnaker, which would have 
enabled Columbia to luff out farther, and secure a position from 
which Shamrock could be blanketed. Capt. Sycamore did not 
fall into the trap. Columbia thereupon squared away, and broke 
out her spinnaker, with Shamrock immediately following suit. 
As a result of this bit of fencing, however, Columbia could lay 
the shorter course home by some boat-lengths, and in this race 
every boat-length counted. 

Half an hour after rounding the mark the boats were on even 
terms, and Columbia was slowly drawing ahead. The wind was 
now rapidly losing its force, and was scarcely five knots. Co- 
lumbia's gain was not pronounced, and did not seem due to any 
superiority of handling, or favoring draft of wind. Her body 
seemed to slip more easily through the long swells that rocked the 
boats and caused the ends of their main-boom to dip occasionally, 
and, in spite of her smaller sail-plan she took and held the lead 
with ease, showing that her lines were better than the challenger's 
for such work. 

Before half the homeward run was made it appeared the race 
was lost to Shamrock, for with the best of fortune she could hardly 
save her allowance of forty-three seconds, even though she reached 
the home line first. Near the finish a gentle wind coming up 
astern helped her on some, but it was soon gone ; and at the line 
Columbia was a good ten lengths ahead, her gain in the elapsed 
time for the run being 1 m. 16 s., and for the race 37 s., to which 
was added her allowance of 43 s., giving her victory by 1 m. 20 s. 

[ 262 ] 



of THE AMERICA'S CVP C'901] 

corrected time. Columbia's elapsed time for the run home was 
2 h. 5 m. 30 s., and Shamrock's was 2 h. 6 m. 46 s. The 
summary : 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Columbia ii. 00.16 I.2S-S3 3-3i-^3 4-3>-°7 4.30.24 

Shamrock 11. 00.14 1.25. 12 3-3I-58 4-3I-44 4-3i-44 

Sir Thomas, and Shamrock's friends generally, were by no 
means satisfied that Shamrock was beaten by a better boat. Capt. 
Sycamore beheved that had the breeze held he would have won, 
and all the challenger's party said with a breeze of from ten to 
twelve knots Shamrock II. would show a pace too swift for Co- 
lumbia to exceed. 

The next meeting of the yachts, on Tuesday, October 1st, 
was fruitless, there not being enough wind in which to finish the 
race. The course was triangular, thirty miles, and was laid E., 
S. S. W. 1/2 W. , and W. N. W. V2 W. The wind at the start was 
about four knots, the sea smooth, and the weather warm and 
sunny. The manoeuvring for the start was sharper even than on 
September 28th, both boats being jibed half a dozen times as they 
sailed distorted circles in close company about the line, each en- 
deavoring to obtain a position that would command the weather 
gauge at gun-fire. 

Such consummate skill in handling yachts made the start most 
exciting, even in the light breeze, and all eyes in the fleet were on 
the vessels when they came to the line on the starboard tack a few 
seconds ahead of the gun. Shamrock then had the better posi- 
tion, ahead and on Columbia's weather-bow ; but she reached the 
line ahead of the gun and was recalled, keeping off" and crossing 
farther along the line. This gave Columbia a chance to luff" and 
go over in the windward berth almost with the gun. Capt. Syca- 
more might have bettered his start after the recall by jibing and 
taking a fresh start at the windward end of the line, within the 
two minutes allowed for a second start under the club rules, but 
he did not profit by the rule, doubtless because it is not used in 
England, and possibly also because Sir Thomas had unsuccess- 
fully urged that it be set aside in the races. 

After the start Columbia was pinched hard, but Shamrock was 
given a good full, and sailed well. As the wind was fluky, and 
seemed inclined to haul southerly, the yachts worked out so far 
to southward of their course as to nearly cross the course for 
the home leg. They then made a reach for the first mark, as the 
wind had hauled to east of south. Shamrock was favored by the 
change of wind, and was well sailed. She carried a lighter main- 
sail than formerly, and this helped her. Columbia was cleverly 
sailed, but lost some time by tacking unnecessarily across Sham- 

[ 263 ] 



1st Mark 
H. M. s. 


Elapsed Time 

H. M. s. 


2.41.36 
2.44.44 


3.41. 14 

3-44-34 



['90X] THE LAWSON HISTORY 

rock's wake when reaching for the mark. Shamrock rounded the 
mark with a lead of 3 m. 20 s., having been 3 h. 41 m. 14 s. 
making ten miles. 

In the middle of the second leg the race was called off, at 3.38, 
with Shamrock about half a mile in the lead and both vessels 
nearly becalmed. The summary : 

Start 
H. M. s. 

Shamrock 11.00.22 

Columbia 11.00. 10 

With the purpose of expeditmg the series Sir Thomas Lipton 
next day proposed that races be sailed every day, after the next 
meeting of the yachts, until the series was concluded. An agree- 
ment to this effect between the New York Yacht Club and Royal 
Ulster Yacht Club committee was signed Wednesday, October 2d, 
with the provision that should either contestant at the end of a 
race desire not to sail on the following day, one day should inter- 
vene before starting the next race. 

Favored by .i^olus and Neptune, the yachts had, for their 
second race, on Oct. 3d, conditions as nearly perfect as could be 
hoped for. A stiff nor'wester, the liveliest, clearest and strongest 
of Atlantic coast winds, came up early in the morning, blowing 
away the haze, and smoothing the sea until not a vestige of the 
old easterly swell remained. The wind at 10 o'clock was N.N. W. , 
about ten knots and freshening. There was a seasonable crisp- 
ness in the air, and the sun sparkled with exhilarating brilliancy 
on the dancing small chop which threw up fleeting whitecaps on 
the dark blue bosom of old ocean. The conditions were exactly 
those the challengers had prayed for as best suited to their boat ; 
and on the result of the race hung the fate of Sir Thomas Lipton' s 
second effort to win the cup. Were Shamrock to lose under such 
conditions, the series was lost ; if she won, there was a good 
chance still of winning the series. 

The racers were early at the scene of the start, coming out 
from the Hook in tow before 10 o'clock, and making sail while 
still holding their towlines, to windward of the light-vessel. The 
excursion fleet was smaller than on earlier race days, and later in 
arriving, the yachts being under sail and moving smartly around 
the light-vessel when the leaders of the excursion column bore 
down the wind past the Hook, with long scarfs of steam streaming 
ahead from their stacks. 

Signal flags were set on the committee tug at 10.30 for the 
triangular course, laid E. yi south, S.W. Yt, S., and N.N.W., 
giving a reach on the first leg with wind abaft the port beam, a 
reach on the second leg with the wind abaft the starboard beam, 
and a beat home dead to windward. 

[264 ] 



of THE AMERICA'S CVP ['9°x] 

When the preparatory gun was sounded at 10.45 and the 
prehminary skirmish for the start began, the wind was nearly 
twelve knots, and rapidly increasing in strength. The yachts 
moved very rapidly, and sailed with rails awash, but their skippers 
handled them with as much freedom and cleverness as in the 
earlier light- weather starts. 

A series of manoeuvres beginning ten minutes before the start 
resulted in a victory for the British skipper, who out-generalled 
Capt. Barr handily, while apparently giving him his own way. 
These began with Shamrock to the east and Columbia to the west 
of the line, which was laid north and south, approaching at an 
acute angle on opposite tacks, with sheets aft, and wind almost 
astern. They met at the line, and bore southward together, 
Columbia on Shamrock's starboard side. At 10.53 Shamrock 
jibed to the port tack. Columbia immediately hauled across her 
wake, and took a position on her weather. 

Both stood east to leeward of the light-vessel, which marked 
the south end of the line, and hauled close on the wind, going 
N.E,, on the port tack. When about opposite the north end of 
the line Shamrock was kept off, with the wind aft. Columbia 
followed. In less than a minute Shamrock was headed up again, 
and went on the starboard tack, and Columbia with her, under 
her lee bow. The yachts had formed a wake like a letter S, and 
were now close-hauled, heading north of the committee boat, at 
the weather end of the line, under good way, with Columbia going 
so fast that she was a length ahead when the yachts passed to 
windward of the committee boat. 

Here Capt. Sycamore eased his vessel off quickly, and slipped 
in to leeward of Columbia, and between her and the tug. Keep- 
ing off until the wind was almost aft, and with flat sheets, though 
on the starboard tack still, the yachts stood down the wind 
in front of the line and parallel with it, ready to jibe at the 
gun. Columbia was to windward, but could not consistently jibe 
first, as Shamrock, with the right of way, could either have kept 
her away from the line by holding her starboard tack, or could 
have jibed on her weather. Columbia therefore held her star- 
board tack, and hauled away from the line, while Shamrock 
jibed quickly to the port tack and was over thirteen seconds 
after the gun. 

Capt. Sycamore had a clear start, but Capt. Barr availed him- 
self of the rule which acts as an aid to out-generalled skippers, and 
standing away from the line tacked, and crossed well up to the 
windward end, three seconds ahead of the handicap gun. In a 
one-gun start the benefit of Shamrock's handling would have 
accrued to her. Under the handicap rule, Columbia lost nothing, 
her elapsed time being figured from her actual start, while she 

[265 ] 



[•90.] THE LAWSON HISTORY 

had the advantage of starting to windward of the leading boat's 
course, with a chance of blanketing and passing her. 

The start is described in detail here to illustrate the workings 
of a rule to which all challengers since 1885 have objected, either 
formally or otherwise. By such a rule the skipper starting last, un- 
der such conditions as the above, often has the better of the start. 

Columbia in this instance had all points in her favor for her 
stern-chase after Shamrock. Without any handicap for starting 
last she went off on equal terms, as to timing, with her rival. 

Of wind there was enough and to spare for the sail carried by 
the yachts, and each began the reach for the first mark with lee rail 
awash and every stitch of canvas pulling its utmost. Shamrock's 
lead was not reduced appreciably in the first five miles of the leg. 
Both smothered along in a welter of foam, though the challenger 
stood up better under the heavy puffs that came off the Long Island 
shore, and steered the straighter course. With every puff Colum- 
bia worked out to windward of her course in spite of all efforts to 
hold her down to it, but her speed increased under this hard driv- 
ing, and toward the end of the leg it could be seen she was gaining 
very slowly on the challenger. 

At the mark the boats were timed as follows : Shamrock 
11.51.10, Columbia 11.52.22. 

Shamrock's elapsed time for the ten miles was 50 m. 57 s., 
and Columbia's 50 m. 35 s., which showed a gain of twenty-two 
seconds. To critics accustomed to analyzing the performance of 
the boats, this indicated victory for Columbia, barring accidents, 
as reaching in a good breeze and smooth sea was counted Sham- 
rock's strongest point of sailing. The test of this ten miles there- 
fore was conclusive to yachtsmen, and when the boats turned the 
mark for their second leg backers of Columbia felt assured that 
not only the race, but the series, was Columbia's. 

The yachts jibed close around the mark, and started off for 
their second leg with the wind slightly abaft the starboard beam, 
and a shade less strong than on the first leg, though with occa- 
sional hard streaks. Columbia continued to work out and sail 
faster in the puffs, while Shamrock ploughed along steadily on her 
course, and seemed less lively when knocked down, her bow 
appearing to bury rather than work out under pressure. Her jib- 
topsail sheet got adrift, or was eased, in one puff, but was soon 
belayed. Jib-topsails were stowed shortly before the second mark 
was reached. 

Shamrock's time at the turn was 12.45.57, and Columbia's 
12.46.39, Shamrock's elapsed time for the leg being 54 m. 47 s., 
and Columbia's 54 m. 17 s., showing a gain for Columbia on the 
leg of thirty seconds, and for the twenty miles of sailing, of fifty- 
two seconds. 

[266] 



COLUMBIA AND SHAMROCK II. 

Finish of their second race for the Americans cup, October jd, igoi. 
From a water-color paintinq- by W. G. Wood. 

(Copyright, 1902, by Thomas iV- Lawson, Boston.) 




lldiwy^* i,),H,vioii 



^ 



of THE AMERICA'S CVP ['9or] 

Hauling at the mark, Shamrock took the starboard tack, toward 
the Jersey coast. Columbia tacked short around, going off to port. 
Shamrock immediately followed to port. At 1.06 Columbia, on 
the starboard tack, crossed Shamrock's wake. The challenger at 
once came about on Columbia's weather, and both stood shore- 
ward on the starboard tack, Columbia pulling rapidly through 
Shamrock's lee. When they next tacked to port, at 1.20, the 
question of supremacy in windward work was settled, for Colum- 
bia was now well out on Shamrock's weather. This tack lasted 
until 1.57, when both came about for the light- vessel. They had 
stood farther to windward than necessary, and the last tack was 
made with started sheets. 

The pace was terrific as the two thus came home, Columbia 
handsomely leading the challenger, their wakes streaming far 
a-lee, two paths of dancing white on the deep blue of the sun- 
kissed sea. The sight made men forget rivalries, prejudice and 
real or fancied wrongs, and cheers went up for victor and van- 
quished that were paeans of pure joy in the privilege of paying 
tribute to a thing that was beautiful. 

Columbia swept past the old yellow light-vessel in a splendid 
burst of speed. Her buff decks glistened wet with foam and 
spray, her lee rail was under pure green brine, and the golden 
afternoon sun lighted up in strong relief the distended surface of 
her pure white sails. Along her weather rail her crew, in white, 
lay like carven images as she neared the line, springing into life 
as one man when her wheel was thrown over for a luff home, and 
making for her headsails and halyards. A thousand yards behind 
came Shamrock, her olive-green hull throwing back in a dull gleam 
the beams of the sun, the foam, by contrast with it, dazzling white 
under her bows, and her buff sails as hard as if cut from amber. 

Columbia's victory was decisive, as shown by this summary: 





Start 
M. M. s. 


i8t Mark 
H. M. s. 


2d Mark 

H. M. S. 


Finish 
H. M. s. 


Elapsed 
Time 

H. M. s. 


Corrected 

Time 

H. M. S. 


Columbia . 
Shamrock . . 


11.01.47 
. . 11.00. 13 


11.52.22 
1 1.51.10 


12.46.39 

12.45.57 


3-J5°5 

3.16.23 


3.13.18 
3.16.10 


3-I2-3S 
3.16.10 



Columbia won by 2 m. 52 s. elapsed time, and 3 m. 35 s. cor- 
rected time. 

The race was sailed by Columbia at an average speed per mile 
of 6 m. 23.6 s., and by Shamrock at an average speed per mile of 
6 m. 32.33 s., an average loss of 8.73 seconds per mile. Colum- 
bia's average speed per mile in the first ten-mile reach was 5 m. 
3.5 s., and Shamrock's 5 m. and 5.7 s., a loss of 2.2 seconds per 
mile. On the second ten-mile reach Columbia's average speed 
was 5 m. 25.7 s. a mile, and Shamrock's 5 m, 28.7 s., a loss of 
3 seconds a mile. On the ten-mile beat to windward Columbia's 

[267] 



[-90.] THE LAWSON HISTORY 

average speed was 8 m. 50,6 s. per mile, and Shamrock's 9 m. 
2.6 s., a loss of 12 seconds a mile. 

The time for the race was the fastest made by single-stick 
vessels in a cup match, though not so fast by some minutes as the 
record for thirty miles in a cup race made by the schooner Colum- 
bia, when sailing against the Livonia, October 18th, 1871, (previ- 
ously noted in this book ;) nor was it as fast as the time made by 
Columbia and Independence off Newport, August 3d, 1901. 

Sir Thomas Lipton after this race expressed keen disappoint- 
ment in Shamrock, telling press representatives that he believed 
the fault lay in the boat's model rather than in sails or handling ; 
that in his opinion Mr. Watson had done his best, but had met in 
Mr. Herreshoff a stronger designer than himself. He added that 
his racing flag would remain up until victory crowned his efforts. 

The London press as a unit discussed the race editorially, 
styling it a " Homeric contest, ' ' and agreeing that Shamrock 
scored "a splendid failure " because " she was not good enough." 

After this race the American public decided that only one 
more meeting was needed to decide the races. This meeting 
took place October 4th, and resulted in the closest race of the 
series and in the history of the cup, the challenger making the 
better showing on elapsed time, but losing on allowance. 

The northwester of the day before had not blown itself out 
when the yachts came to the line on the morning of the 4th, and 
there were indications that it would hold through the day. The 
wind at 10.45, when the preparatory gun was fired, was about 
nine knots from N. N. W. The course was fifteen miles to lee- 
ward and return, the same as that sailed by Columbia and Sham- 
rock L at their last meeting, October 20th, 1899. 

Manoeuvring for the start began with the preparatory gun at 
10.45, the aim of each skipper being to force his rival to start first, 
as the rear boat would have a possible advantage of blanketing her 
opponent in the run down the wind. Each captain held back 
until after the two-minute handicap gun was fired, thus making in 
effect a one-gun start. Columbia was forced to lead the way, 
which she did twelve seconds after the handicap gun. Shamrock 
followed her seventeen seconds later. Both were timed as having 
crossed at 11.02, 

The run was made under a cloud of light canvas, with spinna- 
kers to starboard, and enormous balloon jib-topsails aloft to catch 
every air that escaped the other sails. Each boat carried her 
largest club-topsail. With the advantage of larger sail-spread 
Shamrock set the faster pace at the start, running better than in 
the lighter winds of September 28th, and soon overhauling Colum- 
bia, which she passed at 11,20, The wind increased on the run, 
and was unsteady, giving Columbia occasional advantage ; but she 

[268 ] 



COLUMBIA AND SHAMROCK II. 

Finish of their final race for the Americans cup, October 4th, zgoi. 
From a pen drawing by W. G. Wood. 



^THE AMERICA'S CVP ['900 

was unable to hold the challenger, which gradually increased her 
lead until about a mile from the mark, where she took in her 
balloon jib-topsail. This allowed Columbia to reduce the gap 
between them considerably. 

While Columbia's spinnaker was being taken in it caught in a 
snaphook on her jib-topsail sheet, and a hand had to be sent down 
in the bight of a halyard to clear it. This accident caused a delay 
in getting up her small jib-topsail, which was not ready when the 
mark was reached. 

Shamrock rounded the mark with a gain of forty-nine seconds 
from the start, the time being : Shamrock 12.48.46, Columbia, 
12.49.35. Shamrock's official time for the run was 1 h. 46 m. 
46 s. ; Columbia's, 1 h. 47 m. 35 s. In actual sailing time 
Shamrock's gain on the run was 1 m. 6 s. 

Hauling about the mark Shamrock went on the starboard tack, 
inshore, finding a fostering wind off the land. Columbia on round- 
ing made a short port tack, then went after the challenger, to 
windward of her wake. Shamrock tacked to port, and at 1.07 
crossed Columbia's bow, when, according to common racing usage, 
she was expected to tack on Columbia's weather. This she did 
not do, Columbia being left with her breeze clear to sail inshore 
looking for more wind, while Shamrock stood offshore. This 
error cost Shamrock much, for when she tacked after Columbia 
at 1.08 it was too late to neutralize the latter's gain. It was 
found Shamrock fell into Columbia's wake on this tack, and at 
1.12 she was again headed offshore. Up to this point Shamrock 
had made three tacks to Columbia's two, the honors being with 
Columbia. At 1.13 Columbia was sent on the port tack after 
Shamrock. Being inshore, she carried a better wind, and soon 
appeared to have weathered her rival. This tack was the 
longest of the race, lasting until 2.03.30, when Columbia went 
to starboard. Shamrock followed a minute later, and the two 
stood inshore. 

Shamrock here made up some of the loss sustained on the long 
tack, and when Columbia tacked to port and tried to cross her 
bow, Shamrock held her easily, tacking at 2.16.30 with her slip- 
pery opponent under her lee. Columbia, having fallen short of 
crossing her rival's bow, went again to starboard, at 2.16.45, 
with her wind free, and in the landward berth, where the wind, 
now falling rapidly, was somewhat fresher. 

At this period in the race there appears a point on which 
Shamrock's managers were freely criticised. Instead of throwing 
over, and holding Columbia still under her lee, Shamrock allowed 
her rival to stand inshore, while she stood offshore. A westerly 
puff headed Columbia at this point, and helped Shamrock, but this 
notwithstanding, there was a question whether the challenger 

[269] 



['9°.] THE LAWSON HISTORY 

would not have done better to keep her rival under her lee. The 
mark was now about four miles away, and the wind unsteady. 
The race was counted by Shamrock's partisans as won. From 
this point the contest was a series of short tacks to the finish. 
Such a game was one at which Shamrock could only lose ground, 
for she was some seconds slower in stays than Columbia. Capt. 
Barr sailed his boat with rare judgment, keeping her well to the 
westward, where a slant in the wind might help him. The breeze 
had now fallen to six knots. 

At 2.41, with the mark three miles away, the boats approached 
each other on opposite tacks. Shamrock with the right of way. 
All eyes in the fleet were on them. If Columbia crossed Sham- 
rock's bow the race was as good as won. The crowd counted the 
seconds, and at last saw Columbia come into the wind, forced 
about by Shamrock. She was close enough, however, to back- 
wind the challenger ; the outcome was yet in doubt. Half an hour 
later the boats were on the port tack, with Columbia about one- 
third of a mile to windward, and though astern, carrying a better 
wind. Each was being sailed extremely close. 

At 3.30 the end was in sight, with both vessels on the star- 
board tack, pinching desperately to fetch the line. Columbia 
headed higher and footed faster than her rival, but in her leeward 
position seemed unable to fetch. 

The scene on this last tack was beautiful and exciting. In a 
clear field of gently rippling water, between two far-stretched col- 
umns of motionless steamers, two yachts, one golden with saffron 
sails, the other pure white from peak to water-line, sped along 
through a vast space of silence toward an imaginary line between 
a yellow light-vessel and a black tug, to which their courses con- 
verged in a broad angle. Their skippers sailed them as if for life 
or death, and as they neared the finish no man in the fleet could 
say which would snatch the wreath of victory. A surge of feeling 
came into every heart when Columbia was seen to be sliding along 
the faster, as if aided by spirits of the deep, and when the chal- 
lenger luffed over the line near the hght-vessel, as a spent runner 
staggers home, loud cheers went up, for abreast her, from her 
leeward position, Columbia shot across also, two seconds behind, 
but a winner by forty-one seconds on time allowance. It was 
indeed a Homeric contest, and one in which the challenger was 
deserving of better reward. 

The conditions that prevailed are thus summarized : Course 
fifteen miles to leeward, S.S.E. from Sandy Hook light- vessel and 
return ; wind at start N. N.W., backing to N.W. by N. near outer 
mark ; nine knots at start, twelve at the mark, six at the finish 
and uncertain ; sea smooth, with very fight southeast swell. The 
summary : 

[270] 



^THE AMERICA'S CVP [^90^] 

Elapsed Corrected 

Start Outer Mark Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Columbia 11.02.00 ia.48.46 3-3S-40 4-33-40 4-3^-57 

Shamrock 11.02.00 I2-49-3S 3-3S-38 4-33-38 4-33-38 

Shamrock's gain to the outer mark was forty-nine seconds, 
and Columbia's gain on the beat home was forty-seven seconds. 
Shamrock made fifteen tacks in the beat home, and Columbia 
seventeen, the longest one being a board offshore lasting fifty-two 
minutes, which Shamrock took at 1.12, and Columbia at 1.13. 

In the three races of the series, ninety nautical miles were 
sailed in 12 h. 18 m. 3 s., resulting in a total gain of 3 m. 27s. 
actual time for Columbia, or 5 m. 36 s. corrected time, a record 
which showed that with the advantage of a longer racing career 
Shamrock might have proved, under the exceptional conditions 
that prevailed in the series, Columbia's equal in speed. 

Shamrock II. was stripped directly after the races, and laid up 
for the winter at Erie Basin. Sir Thomas was anxious to try 
again with her, and made a proposal to challenge for another series 
of races, to be sailed in 1902. On October 9th the New York 
Yacht Club cup committee informed the Royal Ulster Yacht Club 
committee that the New York Yacht Club had no authority to ac- 
cept a second challenge naming a defeated boat unless a full season 
intervened, or a match had been sailed by some other vessel. 

This ruling brought to the fore again the vexed question of 
the deed of gift, English yachtsmen remarking that the club 
appeared always to construe the deed with reference to its own 
interests. The skeleton in the club-house closet on this occasion 
as in the past was made to give out sounds by critics of the deed. 
Mr. W. P. Stephens of New York wrote The Yachtsman on the 
club's decision as follows : 

' ' In view of the construction of the new deed of gift in part 
and as a whole, and of the way in which it has been repudiated in 
actual practice by the New York Yacht Club, this decision is 
absurd. The new deed is a mixture of bad sportsmanship, bad 
law and bad English, made in a hurry by a little clique, and 
never yet ratified by the New York Yacht Club. It is encum- 
bered by meaningless legal verbiage, and its provisions are obscure 
and contradictory. The one point aimed at above all others by its 
makers, the filing of the dimensions of a challenger ten months 
in advance, and the holding her to those dimensions when meas- 
ured in New York, has been abandoned, under pressure, by an 
unwarranted and unofficial interpretation of the mutual agreement 
clause. By this same interpretation the holder of the cup is at 
liberty to make any arrangement with a challenger, even for a 
second match in successive seasons with the same yacht. Tiie 
clause quoted as barring a second challenge from Shamrock II. in 

[ 271 ] 



C'90'] THE LAWSON HISTORY 

1902 is as follows : ' No vessel which has been defeated in a 
match for the cup can be again selected by any club as its repre- 
sentative until after a contest for it by some other vessel has inter- 
vened, or until the expiration of two years from the time of such 
defeat. ' Under the literal reading of this clause, no further nego- 
tiations for a match with Shamrock II. are possible until after 
October 4th, 1903, unless some other yacht should race in the 
meanwhile. 

" Though possibly subject to modification by the mutual agree- 
ment clause and its mention of the ten months' notice, the noted 
dimension clause is imperative. ' The challenging club shall give 
ten months' notice in writing . . . accompanying the ten months' 
notice of challenge there must be sent . . . the following dimen- 
sions of the challenging vessel, namely, length on l.w.l., beam 
at l.w.l. and extreme beam, and draught of water.' Another 
clause is, ' Vessels selected to compete for this cup must proceed 
under sail on their own bottoms, to the port where the contest is 
to take place.' 

" The question of the interpretation of such a document as the 
new deed is one on which there will naturally be much difference 
of opinion, as the first slight departure from the literal meaning 
opens a door of unknown width and height. In order to secure 
a challenge for the cup after seven years' cessation of the races, 
the New York Yacht Club in negotiating a deal with Lord Dun- 
raven interpreted the deed in a way to suit itself. To any one 
familiar with the way in which the deed was made, the temper of 
its makers at the time, and their public statements, but one inter- 
pretation of the mutual agreement clause is possible ; that while 
by mutual agreement a match might be held within less than ten 
months from the date of notice, the initial point of all negotiations 
for a match must be the forwarding by the challenger of a formal 
challenge naming a series of dates not less than ten months dis- 
tant and giving the dimensions of his vessel. With such a formal 
challenge made and accepted, the two parties are at liberty to 
agree on earlier dates ; but no formal challenge can be legal and 
obligatory unless it names the dates and gives the dimen- 
sions. This interpretation is in accord with all the precedents 
of the New York Yacht Club for years preceding the change of 
the deed of gift. 

"In order to meet certain conditions, it has been openly dis- 
regarded by the club, and an informal challenge, giving no ten 
months' notice and no dimensions, was accepted from the Royal 
Yacht Squadron (Lord Dunraven) in 1893, and again in 1895, 
1899 and last year. At the same time the club has had no hesita- 
tion in violating the express provision that the challenger must 
proceed under sail, in allowing both Shamrocks to tow the greater 

[ 272 ] 



COLUMBIA 

hauled out at City Island, after the igoi cup races. 
From a photograph, used by courtesy of THE RUDDER. 



CONSTITUTION 

hauled out at New London after the igoi trial races. 
From a photograph, used by courtesy of the BOSTON HERALD, 




^P-z 



n A 





of THE AMERICA'S CVP 



[1901] 



part of the distance across the Atlantic. With these acts consti- 
tuting a precedent by which all conditions of the match may be 
arranged by mutual agreement, it is childish to fall back on the 
secondary and comparatively unimportant point under which a 
vessel clearly eligible in every other way as a challenger is debarred 
because she has already raced once for the cup." 

Sir Thomas accepted the New York Yacht Club's ruling with 
his accustomed cheerfulness, and declared he would, when sure, 
by waiting a reasonable time, that he was depriving no other 
sportsman of the opportunity of challenging, again consider ways 
and mieans of " lifting the cup." 




18 



[273] 



THE AMERICA'S CVP 



A WORD TO THE STUDENT OF 
YACHTING. 

TO assist the student of the second fifty years of Amer- 
ica's cup history in making a correct start in the study 
of so important a subject, it is the writer's purpose to 
present a word picture of the social and economic con- 
ditions which shaped the incidents in the defence of the cup in 
the first year of that period, 1901, as well as the conditions that 
through the various phases of the development of American social 
life made those incidents possible — to draw this picture so plainly 
that when dimmed by time it may stand forth in that simplicity 
of outline so dear to those who with their pens turn yesterdays 
into vivid to-days. 

To do this it will be necessary to travel the dusty roads of 
America's social and political progress, for so interwoven has 
become yachting in America with things social and economic that 
the knowledge thus gleaned should be ever before the yachts- 
man ; and what the real sportsman, the manly man of every clime 
and every time always wants, hankers for, is the thing as it is, 
the things that make it and the things that made them. 

The student of the history of the America's cup in the year 
1950 could have no accurate idea of the conditions that created the 
" Independence episode " in the opening year of the cup's second 
half-century were he not provided with a truthful picture, not only 
of the episode itself, but of the conditions which brought into being 
the men and things that produced it ; and it would be as impossible 
to paint that truthful picture without going into the past and analyz- 
ing a few generations of American life as it would be to describe 
an end-of-the-nineteenth-century cup defender without referring 
to the details of construction that embrace the use of aluminum 
decks and bronze plating. 

For the student-yachtsman of the future to understand how 
It was possible in the year of American progress and American 
patriotism, 1901, the first of the second half-century of the 
America's cup, (the one great international emblem of America's 
yachting supremacy,) for the custodians of the cup to take and 
hold the position that no American built and owned ship other 
than one belonging to a member of a private club representing 
one city in America — a club whose total membership numbered 
only one-forty-thousandth part of the people of the United States 
— could take any part in the cup's defence, he must not only 
know this club and its members, and their relations as custodians 

[275] 



THE LAWSON HISTORY 

of the America's cup with the yachting world, but he must know 
the peculiar conditions which permitted the existence of such a 
club. 

When these two thousand Americans arrogated to themselves 
power to compel all other Americans to obey their mandate or 
forego all part in upholding America's supremacy in its leading 
sport, there were among them not more than a score who bore 
names at any time in the world's history associated with those 
deeds of daring or of merit, at the wars, in the church or in the 
peaceful walks of science, art or literature, that would compel their 
fellow-men to doff the hat and bend the knee, and but few yachts- 
men, yachtsmen in the broad meaning of the word. 

In that part of the following pages which does not deal directly 
with the events in the history of the cup in which I figured, 
I shall endeavor to make clear the conditions which made it 
possible for this club, as a body, to wield, in the face of strong 
opposition from the entire American press and people, and almost 
all foreigners interested in the sport of yachting, a power as abso- 
lute, so far as the rights of other American citizens in the 
cup defence were concerned, as that of any monarch over his 
subjects. 

Thomas W. Lawson. 



[276] 




of THE AMERICA'S CVP [1B70-1901] 



ECONOMIC CONDITIONS PRODUCE 
A VICIOUS CLASS IN AMERICAN 
YACHTING: 1870-1901. CHAPTER XVI. 

jFTER the ninth series of challenge races for the 
America's cup, between Valkyrie III. and De- 
fender, was over, the attendant unsportsmanlike and 
unsavory wrangle had subsided, and the calm which 
succeeds such affairs allowed American yachtsmen 
to fairly and sensibly review this contest, together 
with those that had immediately preceded it, what 
had been for years a vague and undefined feeling 
that the America's cup races were headed for the 
rocks became clear crystallized conviction. It was believed the 
last genuine America's cup contest, in the sense contemplated by 
the men who made the cup an international trophy, had taken 
place ; or at least the last until radical changes in methods of 
conducting the matches had restored the broad tone which should 
govern this, the most important branch of international sport. 

While there was taking place the trial of the English lord who 
had twice crossed the ocean to meet in friendly struggle the fairly- 
chosen representative of America's fleet, in an endeavor to take 
back to the fatherland of yachting the sport's recognized emblem 
of world-supremacy, the trial upon whose verdict depended the 
honor of American sports, all Americans stood stanchly for their 
countrymen, and with all the intensity of the Anglo-Saxon, would 
admit no possibility of wrong-doing. But when the verdict 
had been given and the applause of victory and howls of derision 
had followed the humiliated guest across the ocean, with a sicken- 
ing sense of something amiss came the conviction that yachting, 
in the broadest sense of the word, — that sports, American sports, 
had received a staggering blow ; and with this conviction, there 
came slowly, but nevertheless clearly, to the real pillars of Ameri- 
can yachting the disjointed, fragmentary proof that the sport in 
America had, as it neared the end of its first fifty years, been 
gradually worked from the broad seaway of open honesty into the 
narrow channel, fast becoming crowded to the danger-point, which 
the world designates by the significant title, sharp practice. 

While it has never been possible in the entire America's cup 
contests for a Briton to make good in a single instance any accusa- 
tion of trickery or unfairness, and while no American has been 
found who would publicly place his finger upon a single dishonest 
act in connection with the cup's defence, yet, after the calm had 

[277 ] 



[X870-I90I] THE LAWSON HISTORY 

settled over the Dunraven incident, Englishmen felt they had been 
*' up against it." They had no proof, and, consequently, charged 
no crime, but they whispered one to another, " Why should we 
dine with fellows who serve us muddy wine ? ' ' 

More serious than what the Briton felt or whispered was the 
conviction of real American yachtsmen and the foremost represen- 
tatives of other American sports, that it had become the custom in 
defending the America's cup to make all challengers walk the plank, 
no matter what befell. In their rumor-proof haunts they repeated 
one to another stories of odd doings in connection with the de- 
tails of this race or that trial, which had been passing current 
among the initiated since the finish of the Volunteer-Thistle races, 
many of them bearing upon their face proof of no better founda- 
tion than idle rumor or senseless untruths born in vicious or petty 
jealousies, but some of them carrying the signs of plausibility, and 
a few the indelible imprint of truth. 

Among the latter the one most cited as evidence that the 
America's cup contests were degenerating into a game half 
tricky diplomacy and half yachting, was that which told how 
the Scotch contingent improved their time during the Thistle- 
Volunteer races to get the lay of the land ; how they selected 
Charles Sweet, a Scotch resident of New York city and a mem- 
ber of the New York and Royal Clyde Yacht Clubs, as the chal- 
lenger for a boat which, if their experience had rendered them 
clever enough to obtain for her equal chances, would have a good 
prospect of taking the cup abroad ; how Mr. Sweet delivered his 
challenge from the University Club to the New York Yacht Club 
two hours after his return from the final race between Volunteer 
and Thistle, and how the receipt of his challenge hurriedly called 
together a number of the prominent members of the New York Yacht 
Club, who went into an informal executive session at the club-house 
at ten o'clock on the same evening ; how when they parted in the 
early hours of the following morning a new deed of gift had been 
decided upon and mapped out in its every detail, to be brought mto 
existence by a committee which was to be created by this self-consti- 
tuted board of directors ; how this committee four days later was 
appointed, and how twenty-two days later the New York Yacht club 
voted not to accept Mr. Sweet's challenge, because it was not in 
accordance with a deed of gift which had been drawn after the receipt 
of the notice of challenge, for the purpose of circumventing its accept- 
ance ; and how upon this story being borne across the ocean on some 
gossiping breeze, the leading clubs of Great Britain tacitly agreed 
among themselves they would have nothing to do with the Amer- 
ica's cup under this new deed ; and how the fear caused by the 
action of European clubs compelled the new clique in the New 
York Yacht Club, which was just intrenching itself behmd the 

[ 278 ] 



of THE AMERICA'S CVP [XS70-1901] 

throne of the America's cup, to advise the club to take sufficient 
' ' back water ' ' to enable the cup contests to be resumed and contin- 
ued, as they subsequently were through the Dunraven' challenges. 
After the close of the Dunraven trial, — that clearly did not 
leave, in the minds of fair sportsmen, a peg upon which could be 
hung his lordship's charge of fraud, but which nevertheless focused 
the eyes of the world on the fact that yachting, as it neared the end 
of the nineteenth century, was in the hands of men who had come 
in through the cabin window, — it became known that the leading 
yacht clubs of Great Britain, which had been induced reluctantly 
to waive their objections to what they were fond of designating as 
our peculiar methods, instead of accepting the Dunraven verdict 
seized upon it and the entire incident as the last straw, and 
entered into a hard and fast " gentlemen's agreement " to the 
effect that never again would the clubs which were parties to the 
agreement have aught to do with the New York Yacht Club. As 
all the prominent clubs of Great Britain were parties to this ostra- 
cism, it seemed to ring the knell of America's cup contests. 

It is but fair to the yachtsmen of Great Britain who brought 
about this decision, for a history of the America's cup, written by 
Americans, and necessarily from the American standpoint so far as 
Lord Dunraven's charges of fraud were concerned, to state these 
yachtsmen admit, almost to a man, where it has been possible to 
obtain their confidential views, that their action was not because of 
any specific thing done in the last Dunraven races, or the trial 
which followed, and not because they believed the Earl of Dun- 
raven had ground for his charges; but solely because it had be- 
come conviction with them that in the conduct of its sports the 
New York Yacht Club employed methods that required of gentle- 
men a mental activity which, while perhaps allowable in trade, 
was rather too wearing for healthy sport. 

One of the prominent and most liberal-minded of the English- 
men mentioned voiced the prevailing sentiment of his fellow- 
yachtsmen when he said: "It is not a question of cheating, or 
of what proportion of the American club are gentlemen and what 
part cads ; it is simply. Is the game worth the playing when 
players must be prepared to split hairs like barristers, wrangle 
like fish- women, or be licked and told they are good fellows by 
those who are continually under the impression they will be taken 
for cut-purses unless allowed to bore you with tittle-tattle of who 
they are and what they sprung from? Englishmen might be 
willing to submit to all this if it was necessary, but to voluntarily 
seek it as sport is, we think, asking a bit too much." 

When it is said the resolution of a dozen or so of the leading 
yacht clubs of Great Britain to have nothing more to do with the 
most prominent yacht club in America, and the one which had 

[279 ] 



[I870-.90.] THE LAWSON HISTORY 

sole custody of the America's cup, seemed to ring the knell of the 
America's cup contests, it is meant that this was the view taken 
of their action by almost all thinking American sportsmen ; but 
when the clique which had become the motive power of the New 
York Yacht Club had satisfied themselves that not only had the 
yacht clubs of Great Britain closed their doors to them and their 
sports, but that they had sealed them against the peculiar influences 
which were the principal stock in trade of the class of which this 
clique was a prominent representative, — when they found that their 
inducements of ground-floor admittance to Yankee promotions, and 
the influence of those Americans who had purchased the right to 
the Anglomaniac's state of transitory existence which can best be 
described as half American and half English, the worst half of both, 
had lost their potency in this particular case, — with that grim de- 
termination which is the most admirable characteristic of the class 
that has during the past quarter of a century been working to the 
fore in America, and which was so aptly dubbed by an international 
writer as ' ' mushroom aristocracy, ' ' they set about offsetting the 
damage which they foresaw would be done their prestige in America 
if America's cup racing ceased to be ; for it was evident to them 
it would be impossible to keep from the American public for any 
length of time the real reasons for the cessation of international 
racing. 

They determined, therefore, at any cost to get on another race, 
and started about it by bringing to bear their tremendous business 
acumen, which in all other walks of life had proved very nearly 
irresistible. They sent one of their number to England with full 
authority to offer any inducements necessary to any one who could 
comply with the technical conditions to challenge. The story 
which has been so often told as to appear to bear the imprint of 
truth is to the effect that they were prepared to furnish a chal- 
lenger with funds sufficient to build his boat and defray all his ex- 
penses of the contest. 

While the negotiations for securing an eligible challenger were 
imder way with the prospect of a successful result becoming more 
and more dim, the proverbial Yankee luck supplied that which 
persistence, dollars and cunning well-nigh found it impossible 
to secure ; but before going into this chapter of the America's 
cup history it will be necessary to describe those conditions be- 
fore referred to, that brought into existence the clique and 
their syndicated methods which at this period controlled the 
New York Yacht Club, the sole custodians of the America's 
cup. 

As students of American history know, the foundation for 
America's greatness was laid by three God-fearing, liberty-loving 
classes : the poor laborer, the sturdy emigrant from every nation 

[ 280 ] 



of THE AMERICA'S CVP [.870x90,] 

of the globe ; the great middle-class, big-hearted, intelligent men 
and women who left their native heaths for self-betterment in 
mind, body and purse ; and Nature's aristocrats, noble men and 
women through whose fearless hearts coursed the blood of un- 
counted generations of Nature's royalty, the blood which prompted 
them to leave the luxuries and comforts of old-world homes for 
the hardships and romances of a new world. 

Students of American progress know that at the beginning 
of the last quarter of the nineteenth century these three classes 
had grown, multiplied and waxed strong, notwithstanding there 
had sprung from them two additional classes, which, although 
powerful and well-rooted, had not in any way weakened the 
three classes which had founded the American republic and 
established her institutions. 

These two new classes, a democratic aristocracy of wealth and 
a democratic aristocracy of sports, together with the other three, in 
the early 70' s controlled America in her many-sided greatness. 

All five classes were clearly defined, and although from the 
very nature of things American they ran one into another in a 
way that confused any but close students of American life, their 
respective rights to existence were recognized each by the others. 
The right of the representative of the lower class, the poor laborer, 
not only to exist, but at any time through merit to enter the second, 
fourth or fifth class was at all times conceded by the other four ; the 
rights of representatives of the great middle class to enter by merit 
at any time the fourth or fifth class were conceded by all ; the rights 
and privileges of the broadly liberal aristocracy of the third class 
were proudly conceded and respected by all, and those rights of 
the fourth class founded upon honestly acquired and generously 
handled great fortunes, were disputed by no true American. 

Of the five classes the one over which hung a mellow halo of 
romantic pride was the aristocracy of sports, composed, as it was, 
of those of all the other classes who were pre-eminent in manly 
contests, pre-eminent by reason of their acts or their devotion to 
that code which is recognized throughout the civilized world, by 
the peasant in the field and the king upon his throne, as the 
fruit of the great law of compensation, which says : " All men are 
entitled at the hands of their fellow-men to the prize, honor, in 
that proportion in which they shall excel in those physical and 
mental feats wherein all have equal chance regardless of birth 
or environment." 

In the early 70's the worst elements, — the weaknesses, the 
defects, the poison, — of these five classes generated a sixth class, 
as in Nature the mixing and stirring of certain elements, each 
in itself useful in its sphere, produces an insidious, noxious poison 
which, as it generates, spreads until it strangles and kills not only 

[281] 



[I870-X90X] THE LAWSON HISTORY 

the foreign substances with which it comes in contact, but also the 
ingredients that generated it. 

At this period certain Americans found they could, by the 
exercise of a daring and cunning of a peculiar, reckless and low 
order, so take advantage of the laws of the land and its economic 
customs as to create for themselves wealth, or its equivalent, 
money, to practically an unlimited extent, without the aid of time 
or labor or the possession of any unusual ability coming through 
birth or education. 

The creators of these extraordinary, and, for the speed of their 
acquirement and their size almost magical fortunes, were quickly 
imitated with much success by other Americans of a kindred 
type, possessed of the same mental and moral attributes and hav- 
ing for their life object the same end : the acquirement of power 
through the use of their easily acquired wealth, to be employed 
in the destruction of the nobler standards of life, and the indul- 
gence of vicious instincts. 

This class has sometimes been confused with the American 
democratic aristocracy of wealth, but the classes are two and dis- 
tinct, having nothing in common other than the possession of 
wealth. 

The American democratic aristocracy of wealth is composed of 
those Americans who, in addition to the ownership of great for- 
tunes, more or less quickly acquired, are possessed of a refined 
perception of the rights of their fellow-men, and an increased 
sense of their duties to their country and their God, which are 
entailed by the intelligently accepted responsibilities of a great 
fortune. 

The American "mushroom aristocracy" is composed of those 
who know no law but might, who admit no God but self, whose 
standard is cunning and whose code is "get there." Probably 
never in the history of the world has there been a class so power- 
ful for evil as this. Finding its power for the creation of wealth 
unlimited, by the use of its wealth it built "up a system which in 
the early 80's became so powerful that it dominated the political, 
and through the political the financial and industrial branches of 
the American republic, and was reaching for a domination of the 
finances and the industries of Europe. 

With the possession of this wealth and power came an ambi- 
tion to rule socially, and, as the inborn characteristics of the men 
and women of this class were opposed to those things necessary to 
social prominence, measured by the standard lived up to by the 
five old classes, they proceeded to create a new social code, in 
which vulgarity replaced refinement, ostentation modesty, corrup- 
tion virtue, cunning courage, trick talent, and might right. This 
new class, never above reproach in their private lives, kept their 

[282] 



of THE AMERICA'S CVP [^^yo-x^ox] 

paid corrupters in the halls of legislation and temples of justice, 
and with their wealth purchased the most powerful organs of 
public opinion, daily, weekly and monthly, news and pictorial, that 
they might defame and hold up to ridicule those who despised 
and opposed their kind, and that they might corrupt the common 
people by scoffing at virtue. 

It is almost impossible for those unacquainted with the secret 
workings of the gigantic system of this class to understand what a 
tremendous influence it exerts in almost every walk of American 
life. Its most powerful agency is the employment, at wages that 
are irresistible, of the ostensible representatives of the different 
classes. 

Let the people rise to political rebellion, and the fruits of their 
effort are seized by this class through the purchase of their leaders. 
Let the laboring classes, goaded to desperation, employ their only 
weapon, the strike, and their trusted chiefs find themselves trans- 
formed between night and morning into capitalists. 

Let the judges upon the bench interpret laws literally, and they 
awaken with, "Injustice to ourselves and our families, we resign 
to take the legal direction of the corporation because we can earn 
much more than is possible on the bench." 

In only one phase of life did this class find itself balked and 
powerless — sports. Natural cowards, queer in body and per- 
verted in mind because of a vicious or low order of ancestry 
and habit, they could not take active part in those things which 
have for their foundation courage, manliness and well-propor- 
tioned bodies, and their wealth could not buy, their cunning steal 
nor their power seize these things, which Nature alone can 
give. But as it was necessary to destroy that mark of distinc- 
tion between them and the gentlemen which true sport kept 
always in the foreground, this all-conquering class determined 
they would do the next best thing : If they could not take 
active part in sport, if they could not appreciate its true 
merits, they would pretend to and they would, by taking posses- 
sion of those associations which controlled sports, make it well- 
nigh impossible to distinguish between the pretence and reality. 

Thus it was that in the 80's and early 90's it became obvious 
to students of American life that the insidious system of this class 
was at work in many of the prominent social and sporting clubs 
throughout the United States, It was obvious because sud- 
denly they were admitted in large numbers to circles where before 
it had been impossible for them to find countenance ; their doings 
were exploited through the mysterious channels back of the press, 
and their praises sung by club men of undoubted standing, but of 
limited purse. 

The most prominent sporting and social club to which they 

[ 283 ] 



[.870-X90X] THE LAWSON HISTORY 

laid siege was the New York Yacht Club, an institution in its 
early days composed largely of the very flower of America's 
sturdy manliness from every walk of life, men who first asked 
on every important question aifecting sport, "Is it for the best 
interests of the sport ? ' ' and next, "Is it good for the club ? ' ' 
men who never asked, " What is there in it for us, financially or 
socially? " men who did what was right, what was fair first, and 
then with a smile took the consequences ; men who were incapable 
of understanding the worth of ' ' glory ' ' which came through 
trickery and cunning ; men such as the Stevenses and the Schuy- 
lers, who made possible the glorious careers in yachting of others 
who followed them in the sport. 

So well did the mushroom class bring their peculiar ability to 
bear upon the New York Yacht Club that it grew rapidly in num- 
bers, rapidly in public importance, and rapidly in those things for 
which the class was noted. Steam vessels and those forms of 
yachting which required only a saloon above and sleeping luxuries 
below decks, an unlimited stock of liquor and a full supply of 
gambling implements, multiplied rapidly, while those which neces- 
sitated an acquaintance with the sea and a knowledge of sails, 
ropes and spars shrunk to an insignificance in all but name, in 
proportion as steam grew. 

There had taken place at the same time fully as great a con- 
trast in the people who were met in the club-house and in the 
ships which flew the blue flag with the red cross and white star. 
Where in the 50's and 60's it was common remark that " Thus- 
and-So looks like a member of the New York Yacht Club," which 
was the equivalent for, " He looks a gentleman," and where a 
member who felt it necessary to open his correspondence with a 
statement of who he was or how he acquired his crest was un- 
heard of, under the regime of this new class the queer men and 
women one M^as obliged to stumble over on the club-house balconies 
or yacht decks ceased to draw even comment from the oldest 
members ; while the headline in the daily papers naming this 
absconder or that scoundrel as a prominent member of the New 
York Yacht Club was by no means infrequent, and the open 
admissions of new members that they had paid for an election to 
membership was of common occurrence. 

In fact, so openly was the syndicated system of this class 
practised that when a certain conspicuous individual threatened to 
go to the courts with a suit based on the allegation that in consider- 
ation of his having knocked off" a million dollars in a trust stock- 
jobbing settlement he had been assured of admittance to this club, 
which agreement had been subsequently repudiated because he 
had attacked the trust previous to his promised election, it only 
produced a quiet titter. 

[ 284] 



^THE AMERICA'S CVP [x87o-«9ox] 

This was the club, and this the moral and sporting tone which 
permeated its government and control when the last cup contest of 
the first fifty years, and the first cup contest of the second fifty 
years of the America's cup, which made so fast and furiously for 
yachting history, took place. 

This was the foremost association in American sports which in 
the year 1901, the first of the second fifty years of the America's 
cup, issued, as sole custodians of the cup, the edict, " No Ameri- 
can other than a member of the New York Yacht Club shall be 
allowed any part in the defence of the America's cup." 

It would be unjust to hold all the club's members as individuals 
responsible for the acts of their fellows in control, and doubtless 
many American gentlemen whose membership in the club never 
led them to take an active interest in its management — in which 
only vessel-owners participate by vote — felt an apologetic blush 
for the company they found themselves in, as this and other 
unsportsmanlike acts bearing the stamp of their club went into 
the record of sporting history. 

The historian of the second fifty years of the America's cup 
doubtless will have learned the names of many of the men whose 
control of the club led it into the stand taken on the defence of the 
America's cup in 1901, for time will have separated them, with 
inexorable hand, from the large majority of honest men in the 
club's membership, — the manliest men and fairest sportsmen to 
found anywhere in the world, — and will place them where they 
belong, on the pillory of the blacklist in honest sports. 

A scanning of the New York Yacht Club's membership list 
of 1901 reveals the numerical smallness of this powerful cabal 
controlling the destinies of the club and casting the shadow of dis- 
honor on the America's cup ; while in a total membership of 1774, 
were numbered not only 240 officers of the United States navy, 
but, as honorary members, the president of the United States, 
the secretary of the navy, the secretary of the treasury, the 
collector of the port of New York and the commandant of the 
navy yard at Brooklyn, who from their high stations could ill 
afford to be connected, by even the tenuous tie of honorary mem- 
bership, with a club in such hands as I have described ; while, 
perhaps without their knowledge or desire, there were also named 
on the list of honorary members His Majesty King Edward VII., 
the Marquis of Dufferin and Ava, His Imperial Highness the 
Grand Duke Alexis of Russia, Commodore Prince Bernadotte, 
R. S. N., and count of Wisborg ; the flag officers of the Royal 
London, Royal Harwich and Royal Cork Yacht clubs, as well as 
William J. Wallace, U. S. circuit court of New York, Rear- 
Admiral Stephen B. Luce, U. S. N., Rear- Admiral Bancroft 
Gherardi, U. S. N., Captain Alfred T. Mahan, U. S. N., Admi- 

[ 285 ] 



[,8yo-x9ox] THE LAWSON HISTORY 

ral George Dewey, U. S. N., Hon. Elihu Root, and Rear- Admiral 
Robley D. Evans, U. S. N. 

Such men as these must be held blameless for the acts of a 
club that has voluntarily placed their names upon its membership 
roll. 

Of the active membership of the club no such view can be 
held. Their presence in the club was tacit endorsement of its 
policy. The club was to them a social organization first, and a 
sportsman's institution next. The America's cup was a piece of 
silverware no Englishman could win ; and the ethics of its control 
were to many a nebulous unreality. 

In order to realize why this was so, one has but to analyze the 
personnel of the resident membership of the New York Yacht 
Club in 1901 with a view to ascertaining from what walks of life 
its rank and file were drawn. By 677 members resident in New 
York city who were generally known to be engaged in business 
or professional occupations, the following trades or callings were 
represented : 

Architects 16, agents 12, artists 2, adjuster 1, auctioneer 1, 
author 1, bankers 60, beer 1, brass 1, brewer 1, bristles 1, 
brokers 114, builder 1, building materials 1, butcher 1, carpets 
4, cement 2, chairman 1, chemist 1, clerks 4, coal 5, contractors 

3, cork 1, cotton 1, consul 1, dancing 1, director 1, draughtsman 
1, drugs 3, dry goods 11, editor 1, electrician 1, mining engin- 
eers 2, civil engineers 2, engineer 1, mechanical engineer 1, 
examiner 1, executor 1, flour 1, fruit 1, furs 1, furniture 1, glass 
1, grain 1, grocer 1, grocer, wholesale 1, hats 1, hides 1, hotel 3, 
iron 1, importers 6, insurance 7, investments 1, jeweller 1, judges 

4, lawyers 83, leather 4, linens 1, linings 2, lumber 3, machinery 1, 
managers 9, merchants 24, metals 5, news 1, oils 3, paintings 1, 
paints 1, patent medicines 1, physicians 22, piano mover 1, 
pictures 1, pocket handkerchiefs 1, police 1, presidents of corpora- 
tions, etc. 116, promoters 2, publishers 8, railroads 4, real estate 
17, ribbons 1, rubber 1, salt 1, sauce 1, schools 1, secretaries 24, 
shoes 3, signs 1, soda 1, steel 1, stenographer 1, stocks 1, steve- 
dore 1, sugar 1, superintendents 2, supplies 1, treasurers 16, 
trustees 3, tailors 2, tobacco 1, tubes 1, vice-presidents of corpo- 
rations, etc. 36, watches 1, wines 6, wire 1, wool 1, woollens 2^ 
yacht and ship broker 1, total 677. 

Of a total resident membership of 1032, exclusive of life 
members, 355 did not appear as having any business or occupa- 
tion. Of life members there were 111, representing the following 
callings: architects 3, bankers 13, brokers 10, corporation officers, 
agents, etc. 9, engraver 1, insurance 3, inventor 1, judge 1, 
lawyers 8, manufacturers and merchants 17, treasurer 1, physi- 
cian 1, publishers 3, railroad, steamship and express company 

[ 286 ] 



^THE AMERICA'S CVP [.870-1900 

directors, etc. Ill, real estate 5, not engaged in business, retired, 
or occupation not given 24, total 111. 

A summary of the club's membership shows that there were 
of honorary members 30, life members 111, navy members 240, 
resident members not in business 355, resident members in busi- 
ness 677, non-resident members 356, flag members (women) 5, 
total 1774. 

When the New York Yacht Club syndicate were meeting 
with rebuff after rebuff in their efforts to induce some European 
to rescue the chestnuts from the fire their petty jealousies and 
over-reaching practices had kindled, there appeared in the yacht- 
ing firmament a new star of such a brilliancy and magnitude as 
easily to be recognized by all as that of a Moses to lead the New 
York Yacht Club out of the wilderness. 

While the yachtsmen of Great Britain were whispering of the 
unparalleled generosity of the offer to purchase and equip a cup 
racer for any eligible challenger, then going the rounds, the pre- 
dicament of the New York Yacht Club was discerned by the acute 
vision of Thomas Johnstone Lipton, a rollicking son, by parentage, 
of the little green isle whence come so many of America's leaders, 
but by birth a product of the land of the hardy thistle. 

Thomas J. Lipton was unique in England, though his 
type was not uncommon in America. In his early days he had 
been a rolling stone, farm-hand, longshore man, stoker and laborer, 
gathering little moss in his wanderings in America, whither he 
had come as a lad, but returning to his old home in Scotland worn 
so smooth and bright by his contact with the world that when he 
hitched two pigs to a string and drove them, placarded with his 
name, through the streets of Glasgow, his future as a great 
tradesman seemed already assured. Behold him then in 1897 
Ejigland's foremost tradesman-prince ; not the old-fashioned, staid, 
proverbial English tradesman, but a tradesman of the hustling, 
strenuous Yankee brand. His grocery and provision shops were 
on every corner, and his income from them was so great that he 
was enabled to donate a princely sum to the Queen's charities in 
consideration of the only thing the American described in the last 
chapter finds it impossible to purchase from his countrymen with 
the dollars he has charmed from their pockets — knighthood. 

In 1897 Thomas J. Lipton, soon to be created a knight, having 
in mind the incorporation of his many stores, shops, and planta- 
tions with distilleries into a trust called " Lipton's Limited," with 
shares to be floated upon the English public ; and possessing an 
experienced eye for any new form of advertising, perceived that 
the America's cup races and the predicament of the New York 
Yacht Club could be made invaluable as a boomer of his business 
if properly worked. To perceive with him was to act, and coin- 

[ 287 I 



[x87o-,9o.] THE LAWSON HISTORY 

cident with his appearance as challenger for the cup, as Sir Thomas 
Lipton, newly made knight, the American press and the dead 
walls of the United States teemed with the virtues of Lipton's 
wares ; while incidentally the fact was made known that Sir 
Thomas, though of Irish extraction and Scotch birth, and cheek 
by jowl the companion of His Royal Highness the Prince of 
Wales, was at heart a real Yankee. 

While Sir Thomas J. Lipton was not the kind of challenger 
the syndicated branch of the New York Yacht Club would have 
preferred ; while he was possessed of none of those qualities 
which at this time were most necessary to the ironing-out of the 
creases in their sporting reputations : birth, social standing or pol- 
ish ; they had no choice, and enthusiastically set about making'the 
most of his good points. To that end therefore, immediately upon 
the receipt of his challenge, their system was started full speed. 

Their social followers heard only of Sir Thomas, knight, boon 
companion of His Royal Highness the Prince of Wales. To the 
great thinking, religious element of America his deeds of charity 
were loudly sung. Yachtsmen were regaled with the tragedies of 
the Red Hand of Ulster and the romances of the Royal Ulster 
Yacht Club, a small club in Ireland which had the courage to 
accept Sir Thomas and thereby make him eligible to challenge 
after he had been refused admittance to clubs which had placed 
the New York Yacht Club under the ban. To financial America 
he was the great trust organizer and share boomer ; to the com- 
mon people the keeper of a corner grocery ; and the workers 
never heard of him other than as the horny-handed son of toil 
who had left American shores with a cooking stove under one 
arm and a barrel of flour under the other as a present to the old 
folks at home. To the Irish, who number in America a hundred 
to one Scotch, his boats were the Erin and Shamrock, and their 
colors national green ; but to the Scotch their sails were yellow, 
and the only liquor aboard that distilled on "ye banks and braes 
o' bonny Doon." 

From the time of the announcement of the" reception of Sir 
Thomas' challenge to the arrival of Shamrock I. and her con- 
sort Erin, no lowering cloud darkened the serene waters on which 
the New York Yacht Club now found itself sailing. Public interest 
was never allowed to flag. The press of the nation teemed with 
interesting and strange tales, and when on the morning of October 
3d, 1899, the two queens of the seas. Shamrock and Columbia, 
crossed the line at Sandy Hook in the presence of the largest 
pleasure fleet ever gathered in American waters, America's cup 
contests reached the zenith of their greatness — in the minds of 
the uncounted masses who glide the surface of life's ocean without 
a thought of the queer things that crawl upon the bottom. 

[288 ] 



AN ADVERTISEMENT 

From the NEW YORK HERALD, Sunday, November ^d, igoi 



>«£Srj-|,I,limB0TJ8 \nVKBTI8EmKXTS. | MrIgf'El>l,< -NgOtS AnVEHTISf; JIKNTS. 1HS< i:i r,»\Klll s >l)\ l.;i!'riBi:Mi:M» 




CELEBRJIL*r£I> BOTTLnw^ 

or WINES AT^^ ~ 



H^*lp|««Mlr ijrlrr 



<?/THE AMERICA'S CVP [X870-190.] 

There had been no unseemly wrangling or untimely hair-split- 
ting in the arrangement of this match. What the cup's custodians 
wanted was ever what Sir Thomas was just on the point of asking 
them to favor him by accepting, and Sir Thomas' wants were 
instantly supplied because Sir Thomas, with the canniness of the 
Scotch and the generosity of the Irish, had no wants. For the 
first time in the America's cup matches both parties were abso- 
lutely satisfied before the races that they would be satisfied during 
them, and with the result. The New York Yacht Club had 
revived interest in cup racing, and only wanted — to win ; while 
Sir Thomas, even before he crossed the ocean, was completely 
satisfied with what he was sure of getting — a rousing good 
boom ; and if by any chance he could win the cup — but Sir 
Thomas was too shrewd a business man to allow chance to enter 
into his business projects. 

Before the races the press educated the uninitiated of America 
and Europe to Shamrock's great superiority over Columbia, and 
day by day enormous wagers were reported as having been made, 
with strong odds on Shamrock, while the initiated gamblers were 
snapping up all wagers that could be obtained on a basis of two to 
one on the American boat. But this imaginary uncertainty, along 
with other Jesuits of the system, tended to work up to an unpre- 
cedented intensity the interest attending these races, which held 
about the same general relation to the first America's cup contest 
as the circus with its painted white elephant and thimble-rigging 
sideshows does to the annual English Derby. 

When the last race was over and the press had called attention 
for the last time to the fact that the eleventh America's cup contest 
was the very best of all, — had for the last time called attention to 
the record-breaking receipts of the New York hotels ; the record- 
breaking number of empty champagne bottles behind the palatial 
steam-yachts as they came up from Sandy Hook ; the record- 
breaking number of wagers on the races ; for the last time 
had announced in extenso that Sir Thomas' expenses had been 
considerably rising a million ; that the cup defence compelled 
expenditures which made it impossible for any one to even think 
of taking part other than Thus-and-so and What 's-His-name ; 
that every prominent member of every prominent yacht club in 
Europe was on the point of challenging for the next race ; that 
this race more than any other had established forever and ever the 
bonds of good fellowship and friendship between all European and 
American yachtsman ; in fact had called attention to everything 
but the lessons in yachting to be drawn from the races — then the 
eleventh cup contest passed into history. 

At selected intervals during the year following the close of the 
eleventh match for the America's cup, the American public was 

[ 289 ] 



[.870-X90.3 THE LAWSON HISTORY 

regaled with stories of new challengers, each one a representative 
yachtsman of this or that club which was a party to the ostracism 
of the New York Yacht Club. The stories were plausibly told and 
so embellished as to deceive those unacquainted with the inside 
history growing out of the late contests. 

During this year the agents and friends of the New York Yacht 
Club labored diligently to secure a new challenger, and in one case 
were nearly successful ; but the person labored with, a prominent 
Englishman with large financial interests in America that might 
be affected for good or ill by the syndicated end of the New York 
Yacht Club, lacked enthusiasm, and found it impossible to obtain 
the necessary consent of his club ; and in the fall of 1900, it be- 
coming evident that it was not possible to break through the bar- 
riers erected against those in control of the New York Yacht Club's 
affairs, it was decided to fall back again upon Sir Thomas Lipton. 

Sir Thomas, before sending his second challenge, made a 
mighty effort to deliver the club from its predicament by having 
his challenge come through the Royal Yacht Squadron ; but in 
spite of his efforts and almost the command of His Royal Highness 
the Prince of Wales, its commodore, the Royal Yacht Squadron 
refused to admit the great tradesman to its ranks, and Sir Thomas 
was obliged to again challenge through the Royal Ulster Yacht 
Club. 

Upon the receipt of his challenge, in the early part of October, 
1900, the well oiled system of meretricious publicity was again 
started, to the disgust of all true American sportsmen, who, having 
fresh before them the " slush " of the last contest, were not in the 
best of humor to absorb the product of another business-social- 
sporting campaign ; but this notwithstanding, the campaign was 
upon them immediately Sir Thomas' challenge reached America. 

The press agent simply took the stories of the year before, and 
multiplied their vital elements a few times. Sir Thomas, who had 
been plain knight, was to be a full-fledged earl before race day ; 
his friend, the prince, would one day be king ; Shamrock II. was 
to cost a million, where Shamrock I. had only called for the insig- 
nificant expenditure of $500,000 ; Erin was to be replaced with a 
fleet of royal steamers, while — " in confidence, mind you " — the 
King of Great Britain would come along and stand his turn during 
the races, while the necessities of the cup defence called for things 
whose cost was simply fabulous. 

The old Columbia, built in secret and guarded by men of mys- 
tery, was said to be fit, but another craft already existed in the 
mind and on the drawing-board of " the wizard of Bristol," and 
the new one would sail the course in half the time of Columbia in 
a blow, and would be crossing the finish line when Columbia was 
rounding the outer mark in any of those zephyrs for which the 

[ 290 ] 



<9/THE AMERICA'S CVP [1870-1901] 

Sandy Hook course was noted. Again, "in confidence," because 
it was only known to a few of Sir Thomas' relatives who had 
privately informed a few American yachting writers, she would 
need this speed, because Shamrock II., then in the recesses of 
Watson's brain, would make all past challengers or defenders look 
like coal barges. 

So deep was the disgust of exponents of wholesome sport at 
the hippodrome methods of the conspirators who had taken pos- 
session of the America's cup affairs, that the resultant indignation 
found vent in a determination of a number of the most prominent 
members of the New York Yacht Club to organize an opposition 
defence within the club. As the consummation of this project 
would have meant social war, and perhaps a split in the club, 
influence was brought to bear which caused it to be dropped. 

At the same time a rumbling of discontent, distinct to all true 
American sportsmen, was heard in Philadelphia, Chicago, Balti- 
more and Boston. This discontent took tangible form in the 
decision of the leading yachtsmen of Boston to build and offer for 
the cup defence a ship which should be in its design, build and 
handling independent of the control of the New York Yacht Club's 
syndicated methods and distinct from its production. 

Yachting history of serious moment grew from this resolution ; 
and for the information of yachtsmen of all times it is given here 
at first hand, the unembellished story of the stand of a commu- 
nity, through its representatives, for the deliverance of a noble 
sport from the enmeshing tentacles of an offensive organism 
reaching with its myriad arms to pull down all voyagers who 
dared approach it, and, when attacked, hiding behind the sable 
curtain of secrecy with which it veiled its movements. 




[291] 




['901] THE LAWSON HISTORY 



BOSTON'S CUP-DEFENCE VESSEL, AS 
EXPONENT OF A PRINCIPLE, MAKES 
HISTORY: 1901. CHAPTER XVII. 

^VERY great enterprise calls, from its inception, for 
the refutation of fallacious arguments, old or new, 
brought forward to discourage the undertaking, by 
those whose place is in the ranks of doubters, 
whose character is negation, and whose creed 
" What 's the use ? " and " It can't be done." 

The first step toward building a yacht to repre- 
sent Boston as a candidate for the America's cup 
defence, was the formation, November 28th, 1900, 
by a number of leading Boston yachtsmen, of a committee, com- 
posed almost entirely of practical racing men, in whose hands the 
shaping of the project lay. The first false premise of the past 
this committee was brought in contact with was that of the cost of 
a modern racer ; and the committee decided that one could be 
built for much less than the amount the public had been led by 
the New York Yacht Club to believe was needed for the purpose, 
namely from one-quarter to one-half a million dollars. 

The committee also decided that the boat to represent Massa- 
chusetts should be the product of home talent, and built from the 
designs of one of Boston's young naval architects, Bowdoin B. 
Crowninshield, whose small boats, of a pronounced type designated 
as the " scow," had met with success. 

This committee on the 1st day of December set about carrying 
out the plans they had agreed upon. Among the first persons they 
sought to interest was the writer, to whom they explained their 
hopes and plans, asking if I would head a subscription of $100,000. 
I told them I fully agreed with them in their plans, and that they 
could depend upon my hearty co-operation in every way. I 
headed their subscription with $10,000, and promised to double 
the amount if in their opinion it became necessary. 

At this meeting it was agreed that we should, in building and 
managing the yacht, eschew all the objectionable methods in vogue 
with the New York Yacht Club, and that the building of the boat, 
its racing and the general conduct of its affairs should be along 
simple old-fashioned lines, free from advertising and bombast ; and 
that the entire management should be in the hands of the 
committee. 

After some canvassing among Boston's yachtsmen the com- 
mittee decided it was not possible to have the boat built by a gen- 

[ 292 ] 



of THE AMERICA'S CVP ['901] 

eral public subscription without running the risk of attaching to it 
the objectioTiable features of a divided ownership such as charac- 
terized the syndicate boats of the New York Yacht Club. 

Thereupon, at the request of the committee, I agreed to furnish 
one-third of the entire cost, the estimate of which, in the meantime, 
the committee had raised from $100,000 to $120,000. I author- 
ized the committee to state to the other subscribers that with a 
personal subscription for $40,000 I would delegate to the 
committee all my rights to the boat or the management of its 
affairs. After the committee had spent another day in consultation 
with various prominent New England yachtsmen, they informed 
me they had unanimously decided it would not be practicable 
to carry the project through on a $120,000 subscription, be- 
cause in the working out of their plans it had developed that 
it might be necessary to spend a larger amount or risk the falling 
through in the middle of the season of the entire project. They 
further informed me it was the unanimous opinion of those who had 
the best interests of the sport at heart in Boston that to be absolutely 
assured against the objectionable features of the New York syndi- 
cate plan the entire project should be carried through by one in- 
dividual ; and they asked if I would consent to build, equip and 
race the boat without the financial assistance of others. 

Thereupon I agreed to do so, provided, first, I could be satisfied 
that I, who was not at the time a member of the New York Yacht 
Club, could have the boat participate in the trial races and, if she 
proved the best American boat, sail for the cup's defence without 
being compelled to join the New York Yacht Club ; second, that a 
committee, composed of the leading yachtsmen of Boston and else- 
where in Massachusetts should take charge of the racing of the boat 
during the time necessary for her to be tuned up and during the 
trial and cup defence races. I explained fully to the committee all 
the conditions then existing which could in any way affect the 
eligibility of a boat owned by me for participation in the cup's de- 
fence : first, that I held pronounced views as to the right of any 
American to take part in the defence of the cup ; second, that I 
was not a member of the New York Yacht Club and would under 
no circumstances become a member, at least until after the coming 
contest was over; third, that in all things where it was necessary 
for me to be represented by a club, that club would be the Hull- 
Massachusetts Yacht Club, one of the prominent Massachusetts 
yachting organizations in good standing ; fourth, that I held, and was 
known to hold, pronounced views in regard to the methods which 
had been employed by the New York Yacht Club in the recent cup 
contests ; fifth, that my principal object in building a cup defence 
vessel was that Boston might be represented in the contests, and 
that something might be done to check the prevailing influences 

[ 293 ] 



[^9ox] THE LAWSON HISTORY 

then surrounding the cup matches; and that my only possible re- 
turn would be the satisfaction of knowing I had been mstrumental 
in doing something to improve the sport. 

With these conditions in mind the committee agreed they would 
do everything in their power to make the affair a success, and ad- 
vised me that in their opinion and the opinion of all yachtsmen 
with whom they had consulted, my act could have but one effect 
upon the sport, a beneficial one. 

At this meeting it was decided to leave the question of the 
eligibility of a boat owned by one other than a member of the New 
York Yacht Club to General Charles J. Paine, who, in the minds 
of all, was not only one of the best authorities on yachting in gen- 
eral, and American yachting in particular, but who from the fact that 
he had been one of the committee which drafted the new deed of 
gift and was an astute lawyer, ranked as the highest authority on 
everything pertaining to the America's cup. 

After arriving at this decision I sent for Mr. A. G. McVey, 
the veteran yachting editor of the Boston Herald and a recognized 
authority in Europe and America on all things pertaining to yacht- 
ing, laid before him the exact status of the affair as described, and 
asked him to procure from General Paine the desired opinion. 

On the following day, December 6th, Mr. McVey made this 
report to me : 

I called on General Paine, and after talking over the 
situation fully, and after I had explained the existing condi- 
tions, I asked this question : ' Has the owner of a yacht which 
is not enrolled in the New York Yacht Club a right to start in 
the trial races ? ' General Paine answered: ' The owner of 
any yacht built with the idea of possibly defending the cup 
has a right to start in the trial races, and, for that matter, she 
need not be a yacht either, if she is constructed in this 
country. Any Gloucester or Rockport stone sloop can start 
in the trial races provided she is within the water-line length 
agreed upon between the clubs. No, the New York Yacht 
Club will not debar Mr. Lawson's yacht.' 

This opinion is from the throne itself, for General Paine 
has raced three times for the cup, and has been chairman and 
member of the America's cup committee a number of times. 
In view of such official authoritative opinion it will be impos- 
sible to find any member of the New York Yacht Club who 
will dare to whisper any objection, who will dare to suggest 
that your yacht could be barred. The very idea is small, 
nonsensical and ridiculous. 

Immediately on receipt of this report I notified the committee 
I would build and equip a boat upon the designs of Mr. Crownin- 

[294 ] 



of THE AMERICA'S CVP [«9ox] 

shield, and that I would do all things necessary to send this boat 
into the trial races in every way equipped to make the best show- 
ing possible ; that if she was selected to defend the cup I would 
continue to do everything possible for her success until the 
races were ended ; and that I would not hamper or in any way 
dictate to whosoever was selected by the committee to take charge 
of the boat during the season. 

I entered at once into a verbal contract with George Lawley 
& Son Corporation, which subsequently was formally drawn 
up, (as given in another chapter), and was signed December 17th. 

At the beginning of the conferences between the committee 
of Boston yachtsmen and myself the press published the statement 
that Boston was to enter the field of cup defence, and that I 
probably would supply its boat. This statement was followed 
immediately by denials in journals known to be the mouthpieces 
of the syndicated end of the New York Yacht Club. The follow- 
ing article from one of them is a fair example of the tone of all : 

" A prominent member of the New York Yacht Club, a man 
closely connected with cup racing, when asked for his opinion 
about the story from Boston to the effect that the Hub was to 
enter the coming contest with a new boat designed by young 
Crowninshield and owned by Thomas W. Lawson, said : 

" ' Such talk is moonshine, and has about as much foundation 
as similar yarns which are published every time the cup races are 
on. Boston yachtsmen have no idea of what it means to build a 
cup defender such as the last few contests have made necessary. 
They are still laboring under the impression that a $40,000 to 
$60,000 Volunteer or Jubilee can do the trick, and that a few 
months' time is all that is necessary to design and build a cup- 
defence yacht. I can tell Boston it would cost Boston over half a 
million dollars to produce a ninety-foot single-sticker that could 
stand up long enough to be knocked down in the trial races ; and 
to talk of a new designer and builder without any data to guide 
them starting in December to get something afloat for the follow- 
ing summer, is a huge joke. Possibly Lawson would be willing 
to try and do the trick regardless of cost, but as he is not a 
member of our club, and is on record that he will not join, what 
sense would there be in his building a costly boat only to be com- 
pelled to present her to one of our club men ; for you can put it 
down as one of the sure things that under no circumstances will 
anyone other than a member of our club be allowed to have a fin- 
ger in the cup races. No, you can put it down as coming from 
me this Boston talk is all moonshine.' " 

Owing to the publication of such statements as this, I was 
besieged by yachtsmen and the press to give the facts relative to 
the Boston boat, which I did in the following statement, issued to 

[ 295 ] 



['901] THE LAWSON HISTORY 

the press December 9th, and published throughout the United 
States and Europe : 

After a careful consideration of the subject of Boston being 
represented in the cup defence, it developed beyond question 
that the sentiment of our representative yachtsmen was that 
she should be, if it were possible. It likewise developed that 
there were many obstacles in the way of the successful reali- 
zation of this desire. Modern cup defending has grown to 
be expensive — so expensive as almost to exclude small com- 
munities like ours from taking part in it. 

At the beginning I said to a number of our yachtsmen 
that I would do whatever in their judgment was best ; if 
they wished to form a modern racing syndicate, they could 
count on me for any part of 40 per cent of the total cost with- 
out my having any active voice in the management ; but if they 
decided to go at it in the old-fashioned way, I would stand all 
the expense, own the boat and manage the affair, depending 
upon them for advice and assistance. 

They have decided the latter course to be the better. 
Therefore, I have to-day entered into arrangements to build 
a boat which will meet the conditions necessary for participa- 
tion in the cup contests. The entire affair will be conducted 
in a simple, open way, as befits an old-fashioned, sea-faring 
community which for generations has felt pride and taken 
pleasure in going down to the sea to sail ships of its own 
construction. 

I trust the public, for truly the cup contests have become 
affairs of public import, will not think we hope to make our 
local effort one of all-round competition with the grand affairs 
which the gallant Sir Thomas Lipton and the New York 
Yacht Club are arranging, for to my mind this would be pre- 
sumptuous. Sir Thomas Lipton has the active co-operation 
and assistance of all Britain ; the New York Yacht Club of one 
of the largest and wealthiest communities of true sportsmen 
in the world. 

I understood in a general way that Sir Thomas Lipton 
and the New York syndicate bring to bear in their efforts all 
that money can purchase in the way of material, experiments, 
experience and workmanship ; that, if there is any doubt as 
to which is the best spar, rigging, plating or canvas, all kinds 
are bought and only the best used. Those who know tell 
me that to carry out the project on this scale necessitates an 
army of advisers and at least half a million in money. We 
expect to use neither. 

Careful investigation leads me to believe that the genius 
• [ 296 ] 



INDEPENDENCE 

As she appeared i>t her last race. 
From a water-color painting by W. G. Wood. 

(Copyright, 1902, by Thomas W. Lawson, Boston.) 




Hrii'm, "ilt.l« 



^THE AMERICA'S CVP ['900 

of one of our young naval architects, the experience and best 
efforts of a yachtsman who has already constructed three suc- 
cessful cup defenders, the expenditure of $150,000 to 
$250,000, the earnest and enthusiastic hard work of half a 
dozen of our younger yachtsmen and the best advice of two or 
three of our veterans, will enable us to go to the starting-line 
and make a showing in a sport which is dear to us all in 
keeping with that made by our townsmen in the past. 

This is all we intend to do, and I have this day perfected 
the arrangements. 

My part will be to own the boat, furnish the necessary 
money and have a general supervision of the affair. 

Mr. Bowdoin B. Crowninshield will design the boat. 

George F. Lawley will construct it. 

A number of local yachtsmen will take the active manage- 
ment and supervision of the construction and sailing. 

All matters pertaining to the construction and building of 
the boat will be open at any and all times to any one interested, 
and I believe that the yachtsmen upon whom will devolve 
the greater part of the work, and to whom will justly accrue 
the larger part of the credit, will be only too grateful for any 
suggestions or advice which may be offered by fellow- 
yachtsmen. As our boat is to be owned, designed, built and 
managed by Bostonians, we will, of course, endeavor to have 
our crew made up of local sailors. 

As so much has been said in the public prints, to my 
mind injudiciously, about the eligibility of our boat to compete, 
her owner not being a member of the New York Yacht Club, 
I will say : This is, like the shape of her anchor, the name 
of her tug, or the color of her launch, a matter of minor 
importance, which I have given no consideration, and to 
which I will give no thought until such time as the boat is 
finished and manned, when I will notify the secretary of the 
New York Yacht Club that my yacht will be a starter in the 
trial races. 

From my knowledge of those men who have control of 
the cup contests, and who are well versed in America's 
cup history, I have no question we shall be able to properly 
and pleasantly get over the starting-line, and should it be our 
good fortune to get the winning signal, I know we shall have 
no more hearty congratulations than those of the New York 
yachtsmen ; if our fate should be otherwise, we shall have 
no more sincere sympathy than that which will be extended 
by those same yachtsmen. 

I have taken the responsibility of building the boat, and 
if by any technicality it is found that she cannot sail the race 

[297 J 



['9°r] THE LAWSON HISTORY 

because of her then owner's ineligibility, our yachtsmen may 
rest assured I will meet conditions as they exist, even though 
they necessitate my giving the boat to any member of any 
eligible club that the committee decides is a good enough 
fellow to have her, while I personally withdraw from further 
participation. 

Immediately after the publication of this statement there 
called at my office in Boston an informal committee of the New 
York Yacht Club, who wished to confer with me in regard to my 
" intentions." I explained frankly and fully that my only inten- 
tion for the time being was to rush the designing and building of 
the new boat, and that until the boat was launched I should have 
no great interest in the settlement of her status in the trial races. 
They endeavored to impress me with the danger of my posi- 
tion — that I might find myself with a boat on hand and no oppor- 
tunity to race her, unless I "backed water," by joining the club 
or turning over my boat to some member. I endeavored to impress 
them with the inalterability of my position : that under no circum- 
stances would I join the club during the contest, or sell my boat 
to a member ; and to relieve their minds on the point of the 
danger of my position, I carefully explained to them that, while 
fully appreciating their friendly interest, if I could obtain no 
races for my boat when she was ready to sail, I would con- 
sider it entirely my affair, and not that of the New York Yacht 
Club. 

Immediately following this interview, by a mere coincidence 
perhaps, there began to appear, from some mysterious source, in 
the press of America and Europe, daily stories tending to throw 
discredit upon everything and everybody connected with the Boston 
boat, which immediately were seized by certain journals as texts 
for broadsides of blackguardism. 

After a particularly vicious series of these stories, printed first 
in European journals and then in those of America in the form of 
news by cable, to the effisct that the designs for the new Boston 
boat had been stolen by Crowninshield from the Herreshoffs, that 
the Herreshoffs had dragged all connected with the Boston boat 
into the courts, and that the guilty parties confessing, the entire 
project had been abandoned ; at the request of my associates of 
the committee, who felt that these and similar reports not only 
were misleading to the public but damaging to us, I issued the 
following statement : 

When I announced Boston would enter the coming Ameri- 
ca's cup contest all persons interested in the success of our 
boat agreed it would be best for the sport for us to make 

[298] , 



^THE AMERICA'S CVP [•90.] 

no public talk or boasts, avoid all controversy with others 
already in the field, and particularly that we should not 
discuss our plans through the press, but should let our boat, 
when launched, speak for herself. Notwithstanding this 
resolution has been adhered to, there has been kept alive in 
the press since our first announcement continuous controversy, 
in which my associates and myself apparently have taken 
active part. Each day a story is put into our mouths only 
to be contradicted, then repeated in new form, until the 
friends of the Boston boat are bewildered. 

It is not our intention in this statement to accuse anyone 
of trying deliberately to place us in a false position, but in 
fairness to all interested in our undertaking we feel it neces- 
sary to state emphatically we are not responsible for any of 
the stories that have been published, or for their contradic- 
tion ; we know nothing of them, and are not engaged in any 
controversy with anyone ; also we affirm that there is abso- 
lutely no foundation for any of the published statements refer- 
ring to alleged ill-feeling between anyone connected with our 
boat and the New York Yacht Club, or the owners, designers, 
and builders of the other candidates for the cup defence. 

We desire to have it understood we are engaged only in 
one undertaking — the designing and building of a boat to be 
offered for the America's cup defence, and that until this 
boat is launched we shall have no part whatever in any con- 
troversy. To that end all those directly connected with the 
boat have agreed that if it should become necessary to make 
any public statements concerning her, such statement shall 
be made in writing, over my signature. 

Therefore, we ask that no one interested in our boat or 
the sport give credence to any utterance purporting to em- 
anate from those authorized to speak for the boat, her 
designers, builders or the committee which is to handle 
her, unless it be in accordance with the above. 

Immediately following the publication of this statement, one of 
the leading New York daily newspapers, noted for its reliability 
and conservatism, published the following : 

" We can state on authority there will be no trouble about the 
Boston boat taking part in the trial races, as her owner has agreed 
to turn her over at the proper time to a member of the New York 
Yacht Club." 

The apparent truthfulness of this statement caused it to be 
widely reprinted, and compelled me, much against my wish, to 
publish the following : 

"The statement that I have agreed to give my new boat to 

[ 299 ] 



['90I3 THE LAWSON HISTORY 

anyone is false. I will under no circumstances sell or give my 
boat to anyone unless formally requested to do so by the cup's 
custodians." 

This brought forth within a few days the following from the 
same paper : 

" We can state on authority that Mr. Lawson's denial that he 
is to give his boat to a member of the New York Yacht Club is 
purely technical, and that he will at the proper time in spite of his 
denial turn his boat over to a member of the New York Yacht 
Club, thereby making her eligible for the cup contest." 

As we found it useless to further deny such persistently cir- 
culated falsehoods, all interested in the new boat concentrated 
their efforts in rushing her building and doing everything possible 
to overcome the serious handicap of limited time in which to get 
her into the water. 

After some days exhausted in vainly endeavoring so to adjust 
existing contracts held by George Lawley & Son as to make it 
possible for them to lay down and build the yacht at their own 
yards, it was decided to have her laid down and built at the 
Atlantic Works, East Boston. The works being but a short dis- 
tance from the yards of Lawley & Son, it was thought possible to 
shorten the time of her construction by the co-operation of these 
two concerns. 

After overcoming many obstacles, largely arising from lack of 
time properly to lay out the work ahead, and that it was difficult 
to secure contracts for the delivery of the bronze plates within the 
necessary time, construction was finally well under way by March 
1st, and it began to look as though the boat not only would be 
finished in time to take part in the trial races, but would prove a 
formidable competitor. 

As the building of the yacht progressed, the newspaper con- 
troversy between the partisans of the New York Yacht Club and 
those of the Boston boat became more violent. Hardly a day 
passed without the leading dailies printing what purported to be a 
defiant or boasting statement by some one connected with our boat, 
or an equally pugnacious answer from " an officer," "a prominent 
member," or " a friend " of the New York Yacht Club ; and pub- 
lic interest, already intense, was heightened by the now rapid 
march of yachting events.* 

* There was at this time keen anticipation of a for fishermen : First, ^looo ; second, $Soo ; 

notable season's racing in Massachusetts bay, for third, ^250. 

the following prizes offered by me through the Arrangements for the races were left in the 

Hull-Massachusetts Yacht Club. For ninety-foot hands of the following special committee of the 

sloops a suitable cup, value, $5000 ; schooner class, Hull-Massachusetts Yacht Club, including some of 

first prize, a cup valued at about ^1000, with suit- New England's best known yachtsmen : Messrs. 

able second and third prizes ; seventy-foot sloops, Louis M. Clark, James R. Hooper, John Bryant, 

cup valued at about ^1000; fifty-one-foot racing Henry Bryant, E. V. R. Thayer, William Otis 

class, cup valued at about $500 ; also cash prizes Gay, Geo. H. Richards, W. E. C. Eustis, C. E. 

[300] 



of THE AMERICA'S CVP ['90.] 

By this time the Boston yacht was so far advanced as to be 
named. Announcement of the naming of the vessel was made by 
me in the following statement : 

' ' While I had not intended to name my boat until she was in 
the water, I think it only fair to her, now that there is daily com- 
ment on her construction, that she should be known by her own 
name instead of mine. Mr, Crowninshield's beautiful creation is 
from now on the ' Independence.' Although no one now can pre- 
dict with any degree of certainty how she will race, whenever 
she does race I can assure all her well-wishers that she will never 
belie her name." 

We furnished the newspapers each day with photographs of 
the boat's construction, which were printed so conspicuously and 
with such detailed explanations as to greatly interest the public, 
and especially those who had formerly known but little about such 
matters. 

We secured as sailing-master for Independence the veteran 
cup-racing skipper, " Hank" Half, after much public discussion 
as to who would command her. 

It was announced that the famous New England rigger of cup- 
defenders, Charles Billman of Boston, had been taken away from 
us by the New York boat, which did not tend to lessen public in- 
terest in the controversy.* 

Injunction was applied for to prevent us from continuing the 
further building of our boat because of the alleged infringement of 
a patent in connection with the fastening of frames to her keel 
casting. 

At this time a number of journals again repeated the statement 
that I had made arrangements to turn over my yacht, and to 
strengthen it the names of three prominent members of the New 
York Yacht Club were given, each one of whom it was said, was to 
be her new owner. After consultation between the advisory 
committee of Boston yachtsmen and myself, it was decided to be 
for the best interest of the sport that I issue the following state- 
ment, which I did on March 11th : 

My strongest reason for starting to build the Independ- 
ence was that our yachtsmen desired a Boston designed, 
built and owned boat, and they asked my assistance, which I 
was willing to give to the extent of one-third the entire cost, 
without having any particular voice in the control or man- 
Hodges, Henry S. Grew 2d, Francis Gray ; with with Shamrock II. for the cup in the ninety-footer 
James R. Hooper as chairman and C. £. Hodges class. Various causes led to the abandonment of 
as secretary. the series, the fisherman's race being the only one 

Cable communication with Sir Thomas Lipton sailed, 
resulted in the announcement that Sir Thomas was '"' Mr Billman rigged both Independence and 

willing to visit Massachusetts waters and compete Constitution. 

[301] 



['9°x] THE LAWSON HISTORY 

agement of the vessel, or her construction or racing. At their 
request I agreed to build the boat alone, provided I believed 
after going over Mr. Crowninshield's plans his boat would 
be a good one. 

He convinced me his boat would be one we would all be 
proud of. I therefore supplied the funds to build the Inde- 
pendence, and take her through the season. I explained 
to those who might think they were in any way responsible for 
inducing me to build, that once I had decided to go ahead 
all responsibility for her future, other than her construction, 
would be mine and mine alone. 

It is here what the press is pleased to term the coming 
controversy started. There seems to be on the part of 
some people, (I do not know who they are nor do I care), 
an intense fear that I may be put to a large expense for 
nothing. I would call the attention of these unduly agitated 
spirits to that ripe old English proverb : " Never lose sleep 
about the pepper in your neighbor's snuffbox : it is he who 
does the sneezing." 

I do not happen to be a member of the New York Yacht 
Club. When I started to build the Independence I knew I was 
not a member of the New York Yacht Club ; I knew I did 
not intend to become a member, and I also had a fairly intel- 
ligent idea of the rules, regulations and customs governing 
yacht racing as it has been and is conducted by gentlemen 
throughout the world. With this knowledge I built the 
Boston boat, because with this knowledge I knew there was 
no rule or regulation, custom or law which prevented an 
American from building a boat for himself and after it was 
built sailing it upon the high seas in any lawful way he 
wished. 

When my boat is finished I shall cause to be announced 
in as pleasing language as I am capable of using that I am 
ready to race under any fair conditions against any boat in 
American waters ; that I prefer to race against the Columbia 
and the new boat which Mr. Herreshoff is building. If one 
or both of these boats will meet the Independence I shall be 
pleased. I will not quibble as to time, place or conditions, 
in fact will agree to any conditions that the New York Yacht 
Club or any club or association composed of American sports- 
men decides to be fair. 

If the Independence should lose I shall congratulate the 
owners of the boat beating her ; if she wins I shall be happy 
and will ask that the Independence be allowed to defend the 
America's cup. If it is decided by those who have the 
right to decide that there is some reason which makes it 

[ 302 ] 



of THE AMERICA'S CVP C'901] 

impossible for her to defend the cup I will cheerfully with- 
draw such request. I know of no reason why the owners of 
the Columbia or the new HerreshofF boat should race the 
Independence if they do not care to, any more than the In- 
dependence should race their boats if I did not wish to have 
her, and I might say here that I regret the talk which has 
been made about the Independence coming to the starting 
line of the trial races, or to the line in any yachting event, 
which is the affair of the New York Yacht Club or any other 
club, without being invited, as being too silly to receive con- 
sideration from any one. 

In regard to the statements printed that under certain 
conditions I would resort to the subterfuge of allowing some 
one else, who had no ownership in my boat, to be proclaimed 
her owner for the sake of being allowed to race, I can only 
say I regret there is any one connected with yachting so 
unmanly as to think this possible. No one has ever sug- 
gested such a thing to me, and perhaps it is well no one has 
made that mistake. 

Of course I want to have the Independence race. If she 
does not I suppose the tides will come and go out ; that good 
Boston sailors will go to sea in ships the same as heretofore ; 
but rather than resort to the methods suggested to obtain a 
race I would, without regret, sink the Independence on her 
launching day, turning her sternboard into a beacon for 
the guidance of future New England sailor-men. 

Upon the publication of this statement a deep national in- 
terest in the situation became evident. Nearly every American 
newspaper made editorial comment on the ethics involved in the 
questions, which comment was, with hardly an exception, in one 
vein. The following editorials, taken from three daily papers in 
three distinct sections of the United States, are a fair illustration 
of the tone of the press on the subject : 

From the New York Journal, March i8th, 1 901. 

INTERNATIONAL RACING, NATIONAL SNOBBERY 

When we start out to be snobs in this country we can 
beat all the world at snobbery, as we beat all the world in 
other more reputable lines. 

A great many years ago an American boat went to England 
and won "the cup." Since then the English have tried in 
vain to get it back. The challenge which we now consider 
comes from a " tradesman," an energetic tea merchant, who 

[ 303 ] 



r'9ox] THE LAWSON HISTORY 

is willing to spend his money to prove that England can beat 
us at shipbuilding. 

He is criticised as a tradesman, a parvenu and a " person" 
seeking advertisement and social advancement. 

If this criticism came from England it might be under- 
stood. The amusing thing is that it comes from this country, 
with its modern republicanism and its highfalutin' snobbish 
scum called " society." 

A Boston " person " named Lawson, replying to the Eng- 
lish "person's" challenge, puts his money into a good 
American boat, to be managed by Hank Half and other good 
American sailors. 

It is hard to believe, but it is actually a fact, that this 

person ' ' is informed that his yacht cannot compete unless 
it is put in the name of a member of a certain yacht club. 

Mr. Lawson is not a member of this club, and so he is 
not worthy to protect the cup, even though he may produce 
the best boat in America. 

This is funny, is n't it ? 

We are solemnly informed that when an Englishman chal- 
lenges the United States he really challenges a certain little 
club composed of admirable and conceited gentlemen, who, 
as a rule, don't work for a living. 

A common American outside of this club, if he wishes to 
protect the reputation of American boats and American sailors, 
must disguise himself and persuade one of the club members 
to race his boat in that club member's name. 

We don't wonder that Mr. Thomas W. Lawson, of Boston, 
announces that he will sink his boat before submitting to this 
outrageous snobbery. 

It is bad enough to disgust even an American snob. To 
do that it has got to be very bad indeed. 

Chicago Inter-Ocean, March 17th, 1901. 

FAIRNESS AMONG YACHTSMEN 

Unless the New York Yacht Club shall speedily make a 
declaration of fairness of intent toward Mr. Thomas W. Law- 
son of Boston, it will stand in peril of becoming both snobbish 
and ridiculous. As one of the first social and sporting insti- 
tutions in the country it can scarcely afford to stand in any 
such light before its neighbors. The sound, manly, and 
sportsmanlike statement issued by Mr. Lawson some days 
ago should have provoked an instant and generous response 
from the yacht club. So far it has not done so. 

[ 304] 



^THE AMERICA'S CVP 



[1901] 



Mr. Lawson, who is a gentleman gallant enough to pay 
$30,000 for a rare carnation named by the growers after his 
wife, is building at his own expense a yacht which he wishes 
to enter in the trial races, with the object of winning the 
honor of defending the America's cup against Sir Thomas 
Lipton's challenger, Shamrock 11. The contesting boats in 
these races would be the last defender, Columbia, and the 
new boat now being built at the HerreshofF yards. Both 
these yachts will have been built and paid for by syndicates 
of rich members of the New York Yacht Club, and the inti- 
mation has been made that the Lawson boat will not be 
allowed to compete with them in the trials because her owner 
is not a member of the club. A more unsportsmanlike and 
un-American attitude it is impossible to imagine. 

Technically, perhaps, the club is within its rights, for 
under the deed of gift it has the custody of the cup and the 
regulating of the races ; but to refuse admission to a candi- 
date for the trials on any flimsy excuse will be a calamity and 
a shame. The sailing of yachts is one of the noblest sports 
permitted to man, and is supposed to breed in those that 
follow it the spirit of fairness, courage, and honor. No such 
spirit will animate men who seek to bar a rival from such a 
contest on a pretext that thinly veils the real reason — that he 
may have the better boat. 

Mr. Lawson is building his own boat, and paying the 
cost single-handed. The New York Yacht Club, apparently, 
is unable to produce a cup defender without passing the hat. 
A sturdy British yachtsman, concerned with Sir Thomas Lip- 
ton in the construction of his new challenger, expressed regret 
that Shamrock IL would be compelled to meet another boat 
owned by " a syndicate — a thing without soul to repent or 
body to be kicked. ' ' This is rough talk ; but, if future cup 
contests are to be close-fisted, cut-and-dried affairs, confined, 
so far as this country's share in them is concerned, to the 
New York Yacht Club and its subscription-syndicate boats, it 
is time American yachtsmen knew it. 

Our old-time yachtsmen, with their stout wooden craft, 
nosed like a codfish and ballasted with slag, would have had 
some vigorous language for such a situation. At present 
Mr. Lawson is its dominant figure. In his statement he says 
he will not enter into a wordy controversy under any circum- 
stances, and will accept without remark any decision the 
New York Yacht Club may make ; but that he will sink his 
boat at her dock rather than enter and sail her, as has been 
suggested to him, under the name of some other man who 
happens to be a member of the New York Yacht Club. 
ao [305 I 



C'90'] THE LAWSON HISTORY 

There is the ring of true sportsmanship in that declaration. 
If membership in the New York Yacht Club is essential to a 
candidacy for cup-defending honors, the club should instantly 
elect Mr. Lawson a member, and invite him to bring along 
his boat, and win with her if he can. That would be 
fair. 

Savannah, Ga. Press, March 1 8th, 1 90 1. 

THE YACHTING QUIBBLE 

Thomas W. Lawson refuses to get his yacht, the Inde- 
pendence, into the race which will determine the cup defender 
by any trick or subterfuge such as members of the New York 
Yacht Club propose. It seems hardly possible that the mem- 
bers of the New York Yacht Club will ignore public opinion 
and the principle of good sportsmanship so far as to insist that 
no yacht not owned by a club member shall be allowed to 
enter the competition. The races for the possession of the 
America's cup have been international affairs ever since the 
racing days of the America herself. They have been con- 
tests between the best skill of the United States and the best 
skill of the British. If the new Boston boat, the Indepen- 
dence, is a better craft than the yacht being built by the New 
York syndicate, by all means let it be shown in a fair contest 
and let the successful yacht be chosen to defend the cup. 

Any other course would be unfair and unsportsmanlike. 
The New York Yacht Club should welcome competition if 
only for the purpose of discovering its own strength or weak- 
ness in the matter of yacht building and racing. Will its 
members risk the imputation that they doubt their ability to 
represent American yachting interests as the leaders of the 
sport in this country ? Mr. Lawson says he will sink his boat 
before he will let it sail under false colors. He is too good a 
sportsman to do that, and the quibble that is raised in New 
York, if carried out, will lessen the keen interest in the event, 
which must be a national affair to hold its position in American 
eyes. 

While the discussion was at fever heat two important events 
took place : 

The Newport Yacht Racing Association was formed. It was 
the natural outcome of the feeling which had been growing for 
years in the minds of those representative yachtsmen of New York 
and Newport, whose position in the social and sporting world 
did not require the employment of business methods, that some- 
thing must be done to bring back the sport to the old-fashioned 

[ 306 ] 



of THE AMERICA'S CVP ['90.] 

basis. At the very start the names of those who were most active 
in its formation assured that success which it achieved during the 
season of 1901. Much pressure was brought to bear to have the 
association postpone its advent into active racing affairs until after 
the then raging controversy had been settled, but the stalwart 
yachtsmen in the association turned a deaf ear to the arguments 
of the syndicated end of the New York Yacht Club. I shall treat 
this incident more fully in another part of this chapter. 

The second event was the reopening of negotiations for the 
settlement of the status of Independence by two prominent mem- 
bers of the New York Yacht Club, men of the highest integrity 
and representatives of the broadest type of sportsmen. As these 
two club members were personal friends, our canvass of the sub- 
ject was more thorough than would have been possible had it 
not been conducted in the freedom of confidence. After thorough 
discussion I agreed to give way in my determination to postpone 
the settlement of Independence's status until the vessel had been 
launched, provided all negotiations were direct with the officers of 
the club and in writing. The net result was the correspondence 
vi^hich follows : 

New York Yacht Club, 
41 West 44th Street, New York, 
April 23d, 1901. 
T. W. Lawson, Es(^., 31 State Street, Boston, Mass. 

Sir : The committee appointed by the New York Yacht 
Club to which was referred the challenge of the Royal Ulster' 
Yacht Club for a match for the America's cup, with power, 
among other things, to select a vessel to represent the club in 
the match, have been officially advised by the owners of the 
Columbia and Constitution that those vessels will be prepared 
to enter trial races to be held under the supervision of the 
New York Yacht Club with a view to the selection of its 
representative vessel. 

The committee are informed that you are the owner of 
the Independence, now in process of construction in Boston 
from designs by Mr. Crowninshield ; that she is of the same 
class as Shamrock II. and the vessels above mentioned, and, 
as is generally believed, is being built for the purpose of being 
offered as a possible defender of the cup. 

It has seemed to the committee proper that they should 
officially confirm to you what was informally communicated by 
its chairman several months ago to Mr. Crowninshield, as to 
the conditions which would govern entries for the trial races. 
The cup is held by the New York Yacht Club under the 
deed of gift. According to that deed, it is not open to contest 
between individuals, but a match can be sailed only between 

[ 307] 



['90I] THE LAWSON HISTORY 

the challenging club on the one hand, and the club holding 
the cup, on the other. By its terms the vessel selected to 
defend the match is made the representative of the challenged 
club. 

The challenged club is made responsible for the vessel 
defending the cup, and for her management and conduct 
during the match. 

It is evident that no club can justly assume such respon- 
sibility unless it be vested with corresponding authority and 
control over the vessel by which it is represented, and for 
the conduct of which it is responsible. The challenged club 
can be effectively vested with such authority and control only 
by having the vessel under its flag and under the responsible 
managemient of one of its members ; for only a member is 
bound by its rules, amenable to its control, and subject to its 
discipline. 

These conditions have in fact existed in all former 
contests. 

The committee are, therefore, compelled to hold that a 
vessel, in order to enter the trial races, must be qualified to 
fly the flag of the club, and must be under the responsible 
management of one or more of its members, and that if 
selected to defend the cup, these conditions must continue to 
exist until after the conclusion of the match. 

It is proper to add that in their selection of a vessel, the 
committee, in accordance with the custom which has always 
been observed, would reserve to themselves absolute freedom 
to designate that vessel Avhich, in their judgment, is, under 
all the circumstances, best adapted for the purpose. The 
result of the trial races will not be considered as necessarily 
conclusive, and the committee will regard themselves as at 
liberty to consider or not, at their discretion, the evidence 
furnished by performances of the respective vessels prior to 
the trial races. 

The committee believe that they are expressing the 
unanimous sentiment of the New York Yacht Club in saying 
that the appearance of the Independence as a competitor for 
the honor of defending the cup would be very heartily wel- 
comed. They are not forgetful of the distinguished part 
which Boston yachtsmen have taken in these events in the 
past, and are anxious to extend to the Independence every 
possible courtesy consistent with the duty of the club as 
trustee of the America's cup. 

Respectfully yours, 



[ 308 ] 



Lewis Cass Led yard. 

Chairman of Committee. 



^THE AMERICA'S CVP ['90.] 

Boston, April 25th, 1901. 
Commodore Lewis Cass Led yard, 

Chairman of Committee, Mew York Yacht Club. 

Sir : Your letter of 23d inst. , wherein you make clear to 
me the desire and intention of your club in regard to the se- 
lection and sailing of the vessel which will defend the 
America's cup, was duly received and I thank you for the 
information which you have so fully and plainly given to me 
about the rules, regulations and customs which must, by the 
deed of gift precedents, and decisions of your club, control 
the entire match from the beginning of the trial races to the 
conclusion of the match. I also thank you, and, through you, 
all the members of your club, for your kindly expressions in 
regard to the Independence and Boston yachtsmen. 

That there may be no misunderstanding in this matter, 
which is one of great moment to us, who have exerted every 
effort and have been actuated by only one desire, namely, to 
create a boat which all Bostonians would be proud of, I ask 
the privilege of briefly reviewing your letter. 

Your committee is correctly informed, I own the Inde- 
pendence ; she is of the same class as the Constitution, 
Columbia, and Shamrock II., and I built her for the purpose 
of offering her as a defender of the cup. My understanding 
of the deed of gift is in accordance with your committee's, 
that "it is not open to contests between individuals, but a 
match can be sailed only between the challenging club on the 
one hand, and the club holding the cup, on the other," and 
that "the vessel selected to defend the match" must be 
"made the representative of the challenged club," "The 
challenged club is made responsible for the vessel defending 
the cup and for her management and conduct during the 
match." 

I believe as does your committee " that no club can justly 
assume such responsibilities unless it be vested with corre- 
sponding authority and control over the vessel by which it is 
represented and for the conduct of which it is responsible." 
And I also believe with your committee that your club should 
be vested with authority and control and that the vessel 
representing your club should during the entire match and 
until its conclusion be absolutely under the management and 
control of your club, and I do not see how in fairness to all 
who have any right to any interest in the great contest for the 
cup, your committee could do otherwise than to rule that all 
vessels which enter the trial races must be prepared to have 
your club absolutely manage and control them at all times 
until the conclusion of the match. I entirely agree that it is 

[309] 



[•90X] THE LAWSON HISTORY 

only right and fair that your committee " reserve to them- 
selves absolute freedom to designate that vessel which, in their 
judgment is, under all the circumstances, best adapted for the 
purpose," and that "the result of the trial races will not be 
considered as necessarily conclusive, and the committee will 
regard themselves as at liberty to consider or not, at their 
discretion, the evidence furnished by performances of the 
respective vessels prior to the trial races." 

I therefore ask that the Independence be allowed the 
honor of defending the cup if on the fair and wise judgment 
of your committee she demonstrates she is, everything con- 
sidered, the best boat for that purpose ; and I pledge myself if 
the Independence is selected to defend the cup to give to the 
New York Yacht Club absolute control and management of 
her until the conclusion of the match. 

In my anxiety to hurry this matter along to a conclusion 
that will be satisfactory to every one interested, I have imme- 
diately upon the receipt of your letter, and without opportunity 
to consult with Mr. Crowninshield or any of the other Boston 
gentiemen who are to sail the Independence, thus briefly 
answered it. At the first opportunity I will lay it before them 
and have little doubt but they will endorse my views. 

Again thanking you, your committee and your club for 

your courteous attention, and assuring you that I know you 

will deal with the entire subject in that broad spirit of true 

sportsmanship for which your club is famed, believe me, sir, 

Yours very truly, 

Thomas W. Lawson. 



New York Yacht Club, 
41 West 44th Street, New York, 
April 30th, 1901. 
Thomas W. Lawson, Esq., Boston, Mass. 

Sir : The committee of the New York Yacht Club upon 
the challenge of the Royal Ulster Yacht Club, to whom I 
have submitted your letter of April 25th, desire me to express 
to you their gratification at learning that the Independence 
will be offered as a competitor in the trial races, under the 
conditions communicated to you in my letter of the 23d 
instant. 

In reviewing my letter, you omitted to call attention in 
specific terms to the condition that the vessel must be quali- 
fied to fly the flag of the New York Yacht Club — but I 
assume from your cordial assent to the conditions in general, 
that the omission is inadvertent. 

[ 310 ] 



^THE AMERICA'S CVP ['901] 

I am requested to inform you that the committee will be 
glad to receive the entry of the Independence for the trial 
races, when she shall have been qualified under their ruling. 

Should she before the trial races be qualified, under the 
rules of the club, to enter club events, there will be a number 
of occasions on which she can meet the Constitution and 
Columbia, and thus enjoy equal facilities with those vessels 
for getting her crew thoroughly trained and disciplined and 
the vessel herself in the best possible form. 

The committee has no other desire than that the Sham- 
rock II. should meet the very best boat this country can 
produce. Respectfully yours, 

Lewis Cass Ledyard, 

Chmrman of Committee. 



Boston, May 1st, 1901. 
Commodore Lewis Cass Ledyard, 

Chairman of Committee^ New York Yacht Club. 

Dear Sir : Your letter of April 30th was received to-day. 
In reviewing your letter of the 23d ultimo I purposely omitted 
calling your attention, in specific terms, to the condition 
contained therein, that the vessel must be qualified to fly the 
flag of the New York Yacht Club. I did not know what 
your club would hold to be the necessary qualifications to 
enable the Independence to fly your club flag, but I was satis- 
fied your committee would, at a time and in a way they 
deemed best, convey to me this knowledge, which I could in 
no other way obtain, and in pledging myself to give to your 
club absolute control and management of the Independence, 
should she be selected by your committee to defend the cup, 
I felt I had covered beyond all possibility of misunderstanding, 
any and all requisite details ; but as you are good enough, in 
the letter just to hand, to invite my views on this point, I 
will give them to you frankly, asking only that your com- 
mittee will receive them in the same spirit in which they are 
sent. 

In asking your committee to accept the entry of the 
Independence for the trial races, I would remind you, we 
agree upon five essential points : I am the sole owner of the 
Independence ; I am not a member of your club ; your club 
is unanimous in its desire to have the Independence a compet- 
itor ; I desire to have her compete, and consent to have your 
club absolutely control and manage her until the conclusion of 
the match. It is my opinion that in giving to your club the 
absolute management and control of the Independence, I cover 

[311 J 



['9°o THE LAWSON HISTORY 

the condition that she " must be qualified to fly the flag of 
the New York Yacht Club." As I understand such matters 
your club's power as to who or what shall fly its flag is 
supreme ; you can qualify the owner of the Independence to 
fly it, or you can qualify the Independence without me by 
having her entrusted to your club by charter or by loan. 

If your committee will inform me at its earliest conven- 
ience what steps it will be necessary for me to take to qualify 
the Independence to enter the trial races and the club events 
to which you refer, I assure you I will appreciate it, as I 
realize it may be essential to her success that she enjoy the 
same facilities for " tuning-up " as the Constitution and 
Columbia. 

Again thanking you for your courteous attention, believe 
me. 

Yours very truly, 

Thomas W. Lawson. 



41 West 44th Street, New York, 
May 10th, 1901. 
T. W. Lawson, Esq_., 

Dear Sir : Your letter of the 1st inst. would have been 
answered before, but I have been unable, until to-day, to 
procure a meeting of the committee. 

The question, what qualifications are necessary to enable 
a vessel to fly the flag of the club, must be determined by the 
constitution and by-laws of the New York Yacht Club. 

There are two methods in which a yacht may be thus 
qualified : First, by being enrolled in the name of one or more 
members of the club and registered on the club's records in 
the name of such member or members ; second, by being 
chartered to a member or members for a period of not less 
than two months. Under the first of these methods she 
becomes entitled to all club privileges which any vessel can 
have, including the right to enter all club events. Under the 
second, she acquires the right to enter the squadron runs 
upon the annual cruise, but no other club races. She would, 
however, under the ruling of the committee, communicated 
to you in my former letter, be entitled, if thus chartered, to 
enter the America's cup trial races. 

Either of these courses is open to the Independence ; but 
you will perceive that the adoption of the former would give 
her a complete equality of privilege with the Constitution and 
Columbia as far as concerns preliminary opportunities for 
tuning up and comparison, the importance of which, to those 

[312] 



of THE AMERICA'S CVP ['90.] 

interested in her success, the committee fully recognizes, 
that could not be obtained by resorting to a charter. 

Should you desire either to put the Independence in the 
name of a member, or to charter her to a member, of course 
the selection of such member would be a matter for your own 
personal choice, and the arrangement made would be one 
wholly between you and the member selected by you. The 
club itself could neither charter nor borrow a vessel for this 
purpose. Its control over the general conduct of the vessel 
selected to defend the match as its representative is acquired 
through the fact that the individual who is responsible for her 
management, by ownership of record or by charter, is a 
member of the club and subject to its jurisdiction. 
Respectfully yours, 

Lewis Cass Ledyard, Chairman. 

The correspondence showed clearly, and beyond the possibility 
of other interpretation : 

First : The New York Yacht Club was the sole custodian of 
the cup ; 

Second : A challenge had been received and accepted, and a 
contest was to take place which necessitated the defending of the 
cup by an American-built and owned ship ; 

Third : It was the desire of the New York Yacht Club that 
the best American boat be selected to defend the cup, and that in 
its selection all American-built and owned boats should have equal 
chance ; 

Fourth : The America's cup committee of the New York Yacht 
Club, with full knowledge that I was not a member of the New 
York Yacht Club ; that I refused to become a member while the 
contest was on ; that I was building a boat for the sole purpose 
of offering her as a cup defender ; that the boat was in every way 
eligible to defend the cup ; that it could not be tuned up or got 
into condition for cup defence unless allowed to sail trials with 
the only other American boats of like class, which were controlled 
by the New York Yacht Club, voluntarily opened correspondence 
with me for the sole purpose of inviting me to take part in the 
cup defence ; 

Fifth : Any boat, selected to defend the cup, must be under 
the full and absolute control of the New York Yacht Club, during 
the entire time, from the beginning until the end of the match, 
because the management and control of the match had been 
vested in the New York Yacht Club by the deed of gift, only 
through which the cup as an international trophy could exist. 

Sixth : The New York Yacht Club would under no circum- 
stances allow me, or any American not a member of the New 

[313 J 



t'9oi] THE LAWSON HISTORY 

York Yacht Club, to take any part in the defence of the cup — it 
would allow no American other than the members of its own club 
to take part even in a trial race which properly should be held for 
the purpose of ascertaining whether other American built boats, 
belonging to Americans who were not members of its club, were 
better boats — better boats to defend the cup — than any owned 
by members of its own club. 

The correspondence clearly showed : 

First : I recognized that the New York Yacht Club was the 
sole custodian of the cup, and, under the deed of gift by which 
the cup existed as an international trophy, that some responsible 
American yachting organization must have full custody of the cup; 

Second : At a time when I was not a member, and would 
under no circumstances become a member, I had built a ship 
solely for the purpose of defending the cup ; 

Third : I was willing to do everything necessary to have my 
boat take part in the cup defence ; (By the custom of selecting 
a defender the trials had become a part of the cup defence) ; 

Fourth : I not only recognized the right of the New York 
Yacht Club to have full and absolute control of the ship or ships 
taking part in the cup defence at all times during the match, but 
I recognized the necessity and fairness of such condition ; 

Fifth : If my ship was allowed any part in the defence, I 
would give absolute control of her during the entire match to the 
New York Yacht Club or to any man, men or organization they 
might appoint ; 

Sixth : I was anxious to be shown any way by which my ship 
could take part in the match ; 

Seventh : It was absolutely in the power and control of the 
New York Yacht Club to qualify the Independence while owned 
by me, or any American boat while owned by any American not a 
member of the New York Yacht Club, to take part in the cup's 
defence ; 

Eighth : I would under no circumstances admit the right of the 
New York Yacht Club, or anyone, to say that a cup, rightly named 
"America's," and belonging to all Americans, could not be 
defended by an American built ship belonging to any American 
regardless of his membership in any club. 

The correspondence clearly showed through its entire course, 
from its opening to the club's final announcement of its decision, 
that both sides were courteous, and only the pleasantest feeling 
prevailed — that is, so far as the correspondence shows. 

The correspondence clearly showed that there was, in fact, no 
misunderstanding on either side ; that from the beginning the 
committee had no intention of allowing me any part in the cup 
defence ; that Avhile they were willing to allow a boat built bj me 

[314] 



of THE AMERICA'S CVP [^90.] 

to take part, they would only allow it when it belonged in some 
way, at the time it took part, to a member of the club ; that from 
the beginning, while I was anxious to do everything necessary to 
have my boat take part, I would under no circumstances place her 
in a position where it could be said at the time she took part ' ' She 
now belongs in some way to a member of the New York Yacht 
Club, and if she had not been qualified by the admission that no 
American other than a member of the New York Yacht Club had 
a right to take part in the defence of a cup belonging to all Ameri- 
cans, she would not have been allowed to take part." 

The correspondence clearly showed it was begun on the part 
of the committee with the defined purpose of compelling me to 
admit that the cup's custodians possessed the right to say what kind 
of an American could take part in the cup's defence, or to pay the 
penalty of refusing to make such an admission by having my boat 
barred ; that their correspondence was most carefully planned and 
conducted by astute lawyers, who from the beginning had in mind 
the time when, upon my refusal, they would make the same 
public, as they subsequently did, and by calling attention, as they 
subsequently did, to their fair intentions as evidenced by the clos- 
ing paragraphs of the first two letters,* forestall the public indig- 
nation they were aware their unsportsmanlike and un-American 
acts would create. 

When the arrangement for the opening of the correspondence 
between myself and the club was made by the club's committee 
it was distinctly understood and agreed between us that no part 
of the correspondence should be given to the press without the 
consent of both parties. 

This agreement was adhered to for a time, and the public had 
no intimation that negotiations were on foot, but continued its 
controversy on the merits of the question ; until suddenly there 
appeared in the press of New York a statement, given " on 
authority," that the New York Yacht Club had been in corre- 
spondence with me, and had decided to bar the Independence. 

When it became apparent to me, from the publication of these 
facts, that faith had been broken and the Independence was barred 
from taking part in the cup defence, I issued the following notice : 

Apparently the reason for Independence no longer exists. 
Apparently she cannot enter the trial races for the selection 

* Closing paragraph of first letter : in the past, and are anxious to extend to the 

" The committee believe that they are express- Independence every possible courtesy consistent with 

ing the unanimous sentiment of the New York the duty of the club as trustee of the America's 

Yacht Club in saying that the appearance of the cup." 

Independence as a competitor for the honor of Closing paragraph of second letter : 

defending the cup would be very heartily welcomed. "The committee has no other desire than that 

They are not forgetful of the distinguished part the Shamrock II. should meet the very best boat 

which Boston yachtsmen have taken in these events this country can produce." 

[315] 



['90X] THE LAWSON HISTORY 

of a vessel to defend the America's cup, nor can she, if she 
is the best American vessel, have the honor of defending the 
cup. 

For a number of weeks there has been correspondence 
between the New York Yacht Club and myself on the subject 
of Independence being allowed to take part in the cup 
defence. 

This correspondence started with a courteous letter from 
the club, informing me that the cup racing committee of the 
club believed they were expressing the unanimous sentiment 
of the New York Yacht Club in saying that the appearance of 
Independence as a competitor for the honor of defending the 
cup would be heartily welcomed. 

From start to finish the New York Yacht Club has ex- 
pressed a desire to be fair and just, but has been unchange- 
ably firm in its position that by either the deed of gift, the 
constitution and by-laws, or the rules, regulations and cus- 
toms of the club, the Independence could take no part in the 
trial or cup races unless I gave up my ownership of her to a 
member of the club. 

I conceded that the New York Yacht Club should have 
absolute management and control of my boat ; that she should 
sail under the club's regulations ; that while in such absolute 
control the club might fly its own flag or any flag it might 
choose over Independence, and I agreed to bind myself to do 
all those things they requested that were possible for an owner 
to do ; but, of course, I was unchangeable in my position that 
under no circumstances would I give to any individual that 
which in every way belongs to me. 

It is not for me to criticise the position of the New York 
Yacht Club, nor have I any desire to do so. I can only regret 
that the deed of gift of the America's cup, or the constitution, 
by-laws, rules, regulations or customs of the New York Yacht 
Club make it impossible for the Independence, which I believe 
is ^s good a boat as either Columbia or Constitution, to race ; 
but it is for me to comment on the fact that if the position 
taken by the New York Yacht Club is tenable, and a fair way 
cannot be found out of this difiiculty, and others like it that 
may arise, the existence of the America's cup is a menace to 
manly sport, as it tends to belittle and narrow international 
yachting, compelling as it does those who wish to take part 
in it, if they be Americans and not members of the New 
York Yacht Club, to do things which fair sportsmen should 
not be called upon to do. 

I trust that sportsmen in passing judgment on this un- 
fortunate affair will give due consideration to the things which 

[316] 



"Alone on a wide, wide sea. " 

INDEPENDENCE OFF NEWPORT. A STUDY 

From a photograph by T. E. Marr. 



' ' '1!^ • ui » i;-ii*, i< ". 






\VA {> 



^THE AMERICA'S CVP ['90.] 

have influenced the New York Yacht Club in making its de- 
cision, for it may be that the members of the New York 
Yacht Club, like myself, are circumscribed by conditions over 
which they have no control. 

As the matter stands, the New York Yacht Club cannot see 
its way clear to allow the Independence to start in the trial 
races, and consequently in the races for the cup defence, unless 
I transfer my ownership of the Independence, which under 
no circumstances will I do, although I will intrust the boat 
to the New York Yacht Club, or any committee or individual 
the New York Yacht Club may decide upon,, in any way the 
club may elect. 

If it cannot be settled definitely within a few days that 
Independence has something to exist for, I shall allow her 
merits to remain untested, and do all in my power to obliter- 
ate any evil effects that may have come to the grand sport 
of yachting through anything connected with this unfortunate 
episode. 

On May 18th, without notifying me, the New York Yacht 
Club sent for the reporters of the New York papers and gave them 
the correspondence for publication, it appearing on the following 
morning in full, with sensational headlines, and editorial comment, 
in nearly every daily newspaper in America and many in Europe ; 
while several of the club's members figured in interviews express- 
ing their opinions on the correspondence and the issues involved. 

In the heated popular discussion following the publication of the 
correspondence thus given the press, the act of giving out which 
publicly showed for the first time, officially, the intentions of the 
club, much was written of a senseless or baseless nature, having 
for an end the clouding of the real issue. Reports were printed 
of threats which it was stated I had made, and an ultimatum 
which the committee had given me during the negotiations, while 
garbled extracts were presented from the correspondence in 
progress between the committee and myself subsequent to that 
which actually defined the status of Independence, and is given 
here ; which latter not only tells the whole story, but tells it in a 
simple, direct way that could not possibly be misunderstood or be 
given an obscured meaning unless for the deliberate purpose of 
misleading. 

Much was printed to the effect that both the committee and 
myself at different times backed and filled or changed ground, and 
that the barring of the Independence was because of this or that 
language used in the correspondence or verbal negotiations ; but all 
such was without foundation, as the correspondence shows. At 
no time did the committee depart from its position : ' ' No Ameri- 

[317] 



['90X] THE LAWSON HISTORY 

can other than a member of the New York Yacht Club shall have 
any part in the cup defence," and never from the time I decided 
to build the Independence until her last plates had been separated 
one from another did I by word, act or intention depart from my 
resolution that if she took part in the cup's defence she must, at 
the time she took part, be in fact (and be known to all to be) the 
property of her rightful owner, and absolutely in his control, unless 
she was in the control of some other who had been selected solely 
because the New York Yacht Club, the rightful custodian of the 
cup, had formally asked me to have him selected, because in its 
judgment the best interests of the cup's defence demanded such 
selection. 

In the voluminous correspondence which followed the final 
announcement of the committee's decision, made at the start, to 
bar Independence, in which both sides freely and in old-fashioned 
language expressed their opinion of each other's contention, several 
solutions of the difficulty were proposed and rejected, and the 
public at certain stages were led by self-elected sooth-sayers into 
seeing the controversy in a false light ; but, in fact, in no part of 
the correspondence, nor in the verbal negotiations, did either side 
depart from its contention for the principles involved, principles 
clearly understood from the first by both sides. At one stage the 
club's friends tried to make capital out of my acceptance of the 
committee's proposal that I present my boat to the club by charter, 
but it was capital which dissolved in thin air when brought into 
daylight. 

I did offer to present my boat to the club, or to any committee, 
or individual, outright, by loan or charter, or in any way the club 
decided was best for the cup's defence, provided the club, as custo- 
dian of the America's cup, asked me to do so, and gave as their 
reason : they had in the exercise of their trusteeship of the cup 
decided its proper defence required it. I informed the committee 
I cared not what form or language they used in their request, but 
that they must do somethmg, as trustees, which would show by 
record the reason for my parting with my boat — which would 
clearly show the reason was not because I acknowledged, " No 
American other than a member of the New York Yacht Club has a 
right to take part in the defence of an international cup, rightly 
named America's and belonging to all Americans." 

But the committee refused every offer made by me, because 
none contained the admission, " No American other than a member 
of the New York Yacht Club is possessed of a right to take any 
part in the America's cup defence." 

The committee in taking the stand they did publicly stated 
they did so because of powers conferred by the new deed of gift, 
but they, like all other yachtsmen who had studied the original 

[318] 



o/THE AMERICA'S CVP ['9ox] 

deed of gift, knew that after the original deed had been executed 
the America's cup belonged, not to the New York Yacht Club 
outright, but to the New York Yacht Club as trustee ; that the 
beneficiaries of its trust were all the people of the United States, 
and that the so-called deed of gift of 1882, and the deed of 1887, 
would have no more standing before any competent tribunal than 
so much blank paper, because they came into existence only 
through one of the original parties to the trust, who arbitrarily 
said, (and his unquestionably fair intentions could have no bearing 
on the validity of the act,) ' I take back from you, all the people 
of the United States, that which was given to you by myself and 
four others, since deceased, and I do so without obtaining your 



consent." 



The contention that the new deed of gift would stand if 
properly questioned is so puerile that the most rabid advocate of 
high-handed methods in the New York Yacht Club never pretended 
any other defence than, "We have done it, and who can undo 
it? — no one but the courts, and no sportsman would appeal to 
the courts on a matter of sport." 

I was strongly urged by many good sportsmen, both American 
and English, including scores of active members of the New York 
Yacht Club, to ask the courts for a decision, but it was so repug- 
nant I could not bring myself to do so ; and I also had reason 
to believe that such a move on my part would immediately be met 
by the committee asking the club to throw up its trusteeship, 
an act which could have had only a disastrous effect upon the 
sport. 

The statement that my refusal to become a member of the 
club left the committee no other alternative than their decision, 
because if the Independence, owned by an American not a mem- 
ber of their club, won the cup, it would become the property of the 
Hull-Massachusetts Yacht Club, had no sound basis, for although 
this should have been the fair and sportsmanlike result of a suc- 
cessful defence by my boat, my club offered to waive any rights it 
might acquire through victory. 

I pointed out to the committee several simple solutions of the 
difficulty, the one most feasible and in every way fair being : 
"The committee, as custodians of the cup, request the owner 
of the Independence, in the best interest of its defence, to tinn 
his vessel over to any individual or set of individuals, members 
of the New York Yacht Club, this club may select, for the trial 
races, and, if chosen, for the match." It was the opinion of a 
majority of the members of the New York Yacht Club that this 
should be done, but the syndicated end of the club would not 
allow even consideration to such a proposition, because with my 
boat, or the boat of any independent American, defending the cup, 

[319] 



['90I] THE LAWSON HISTORY 

even though managed absolutely by men selected by the commit- 
tee, the methods then employed by the New York Yacht Club in 
the America's cup contests would probably have become things of 
the past. 

When the American public and European yachtsmen became 
fully convinced that the club clique had determined at any cost to 
carry out their programme for using the cup for their own ends, 
there was a burst of public indignation unprecedented in the annals of 
sport. The press of two continents debated the stand taken by the 
New York Yacht Club with extreme warmth, and as a whole con- 
demned it unqualifiedly. Important American journals of every 
section of the coimtry called on the club to recede from its position 
for the good of the sport, and in deference to decency. The New 
York /Fbr/flf characterized the club's attitude as " unsportsmanlike, 
un-American ' ' ; the Chicago Gazette referred to the ' ' hair-trig- 
ging masters of marine etiquette" in the club, whose acts were 
"chilling the patriotism of builders of cup-defenders"; the 
Chicago Tribune spoke of ' ' the insulting suggestion that unless 
Independence is under the direction of a club member ' we have 
no guarantee that the rules of yacht racing will be obeyed ' " ; 
the Chicago Inter-Ocean asserted the club displayed "a hoggish 
spirit, a dog-in-the-manger policy"; the Philadelphia Inquirer 
said, " We would rather see the cup cross the water than remain 
here under the slightest suspicion of unfairness ' ' ; the Baltimore 
American spoke of ' ' the snobbery of a yacht club ' ' ; the Savannah 
Express of " New York's monopoly" ; the St. Paul Dispatch of 
' ' cuteness more proper in Wall street than among a company of 
gentlemen " ; and the Rochester, N. Y. Post-Express of the club's 
" scheming about to find some pretext to exclude Mr. Lawson " ; 
while the St. James Gazette, most dignified of English papers, said : 
" It is the United States, not a particular club. Sir Thomas Lipton 
has challenged" ; and thus on through a list of papers reaching 
into the thousands. The editorials from which these quotations 
are made, as well as many others of like tenor, are given in the 
appendix of this work, as an illustration of the deep public feeling 
in the question, reflected by the press. 

The public found some small relief in the hope that Sir 
Thomas Lipton would give the Independence a race or series of 
races, as he had practically agreed to do ; and the belief that if the 
owners of the New York Yacht Club boats could be forced into 
meeting Independence outside the trial races, but before the 
cup contest, and she should prove victorious, public opmion would 
compel the club to abandon its position. But the American 
public did not know the power of the class whose repre- 
sentatives were responsible for the existing conditions. I did, 
and I knew the struggle was yet to come. I had no hope of 

[ 320 ] 



of THE AMERICA'S CVP ['901] 

a race with the knightly tradesman. I also foresaw a tremendous 
effort to compel the Newport Yacht Racing Association to bar the 
Independence, but knowing the sportsmen who composed it, I felt 
the attempt would be fruitless. 

It will be well here to call the sportsman's attention to the 
correspondence of this association and, by contrasting it with 
that of the New York Yacht Club, point a lesson in sportsman- 
ship which should not be lost on those who were led to believe 
by the outcome of the Independence episode that American 
sports were degenerating. A comparison of the smart legal docu- 
ments of the New York Yacht Club, which would lead one to 
believe they pertained to a negotiation for a loan on family jewels, 
with the open, manly, sportsmanlike letters of the Newport Yacht 
Racing Association should be instructive as well as edifying, par- 
ticularly when it is borne in mind that the New York Yacht 
Club was in a position to be without hindrance fair and manly, 
while the Newport Yacht Racing Association was in an ex- 
tremely trying position — a new club composed of men chiefly 
members of the New York Yacht Club, having social and busi- 
ness relations with the members of the America's cup commit- 
tee of the club, as well as with the owners of the Constitution and 
Columbia. 

The Newport Yacht Racing Association not only refused to bar 
the Independence, but insisted on the other boats giving her, 
in addition to the races they had agreed to, another set at a time 
when it required even more courage to insist upon fair play. 

The correspondence between the association and myself was 
as follows : 

22 West 57th Street, New York. 
March 7th, 1901. 
Thomas W. Lawson, Esq_., 
Boston, Mass. 
Dear Sir : The Newport Yacht Racing Association wish 
to give a handsome prize for a race for the cup defender class 
off Newport at the first opportunity, when all the three boats 
are ready to race. If this is agreeable to you, will you 
inform me of your choice of dates, and greatly oblige, 
Yours respectfully, 

Ralph N. Ellis. 



Boston, March 14th, 1901. 
Mr. Ralph N. Ellis, 

Afewport liacing Association. 
Dear Sir : Yours of March 7th received. I will be 
pleased to enter the Independence in any races your asso- 
*« [ 321 ] 



D90I] THE LAWSON HISTORY 

elation arrange, and any dates you decide upon that will be 
agreeable to the other boats will suit me. 

We expect to be in racing trim by the middle of June, 
and any racing we can get as soon after that time as is possi- 
ble we shall be very thankful for, as our lack of a trial vessel 
makes some kind of racing previous to the trial races almost 
a necessity. 

Thanking your association for its offer, which I assure 
you we all appreciate, I beg to remain. 
Yours very truly, 

Thomas W. Lawson. 



22 West 57th Street, New York. 
April 23d, 1901. 
Thomas W. Lawson, Esq., 

Boston, Mass. 
Dear Sir : I have only now been able to fix upon feasible 
dates for the races that the Newport Yacht Racing Associa- 
tion are to offer for the cup defender class. The dates we 
have selected for the races at Newport are July 2d, 4tli and 
6th. It will not be a series of races, but three separate 
events. I hope these dates will be agreeable to you, as 
they are to Mr. Duncan, as under the circumstances it will 
be very difficult to find other dates. Hoping to hear favorably 
from you, I remain. 

Very truly yours, 

Ralph N. Ellis. 

Boston, April 26th, 1901. 
Mr. Ralph N. Ellis, 

22 JFest 51th St., New York. 
Dear Sir : Your letter of the 23d inst. came to hand during 
my absence, and to-day I telegraphed you as follows : " Your 
letter received during my absence. Dates entirely satisfac- 
tory. Write you to-night." I herewith confirm same. The 
dates you have selected — July 2d, 4th and 6th — could not 
have been better for us, and your conditions, three separate 
races instead of a series, are equally satisfactory. 

Therefore consider the Independence entered for all three 
races. 

Again thanking you and your association for your cour- 
teous attention, and wishing you every success possible for 
the season, believe me, 

Yours very truly, 

Thomas W. Lawson. 
[ 322] 



^THE AMERICA'S CVP [-901] 

22 West 57th Street, New York. 
April 26th, 1901. 
Thomas W. Lawson, Esq_., 

Boston, Mass. 
Dear Sir : Your telegram of the 26th inst. is received. I 
am glad to know that these dates are satisfactory to you. To 
explain to you better my position, I am the chairman of the 
old Newport Yacht Racing Association, which is about to be 
reorganized and incorporated, and the management of these 
races will be under the new committee which will be appointed. 
The races will be held under the rules of the New York 
Yacht Club, but the details of the conditions cannot be pub- 
lished until the committee is organized. Each race will be a 
separate event, and not one of a series. 

Very truly yours, 

Ralph N. Ellis. 



Boston, June 7th, 1901. 
Mr. Ralph N. Ellis, 

22 PFest 57th Street, J\ew York. 
Dear Sir : If, because of the unfortunate accident to 
the Constitution, or for any other reason, your association de- 
cides to change the dates of the three races I have entered 
the Independence for, you are free to do so, so far as my 
boat is concerned, as I shall be pleased to bring her to New- 
port and sail her against either the Constitution or Columbia 
or both at any time, upon notification from you a few days in 
advance. Believe me. 

Yours very truly, 

Thomas W. Lawson. 



22 West 57th Street, New York. 
June 8th, 1901. 
Thomas W. Lawson, Esq., 

Dear Sir : Your favor of the 7th inst. is received. Mr. 
Duncan expects to be ready for the Newport Yacht Racing 
Association dates, as arranged, viz. : July 2d, 4th and 6th. 
Should he not be able to do so, I will notify you at the earliest 
opportunity. In the meanwhile I shall consider the Independ- 
ence entered for those races. 

Very truly yours, 

Ralph N. Ellis. 
[ 323 ] 



[^9oo THE LAWSON HISTORY 

22 West 57th Street, New York. 
June 11th, 1901. 
Thomas W. Lawson, Esq., 
Boston, Mass. 
Dear Sir : I beg to inform you that the races for the 
cup defender class to be sailed off Newport on July 4th, 6th, 
and 8th, have been changed to July 6th, 8th, 10th, and 12th. 
Very truly yours, 

C. E. Lester, 
Assistant Secretary , 
Newport Yacht Racing Association. 

Boston, June 12th, 1901. 
Mr. C. E. Lester, 

Assistant Secretary, Newport Yacht Racing Association. 
Dear Sir: Your letter of the 11th inst. is received. I 
note that you say the races for the cup defender class given 
by your association, to which I have already made entry 
through your president, Mr. Ellis, have been changed to July 
6th, 8th, 10th, and 12th. These dates will be satisfactory 
to me. I shall have the Independence in readiness for the 
same. Believe me 

Yours very truly, 

Thomas W. Lawson. 

While the arrangements for the races mentioned in this cor- 
respondence were being perfected, Independence was receiving 
her maiden trials in Massachusetts bay, and despite the fact that 
she was sadly out of balance, because of her fin being too far aft, 
her scow form gave her phenomenal speed, which, it was hoped, 
would offset her irremedial defects in design, if the yacht could be 
given proper trials against suitable vessels, and get enough races 
afterwards to assure her of a thorough tuning up. 

Efforts were made to secure a vessel of her class to sail with 
her in her preliminary tests, but none could be found. Defender, 
cup-defence vessel of 1895, was for sale, and we purchased her 
provisionally ; but it was found she was fit only for the junk-pile, 
owing to corrosion in her hull. General Paine placed Jubilee 
at our disposal, but as she had lain several years at Lawley's, 
afloat and uncovered, it was found she could not be put in proper 
condition to serve for our purpose. 

As trial vessels Independence had for a few short brushes in 
Massachusetts bay two yachts generously placed at our disposal by 
their owners, the large schooner Hildegarde, owned by Mr. George 
W. Weld, and the seventy-foot sloop Athene, owned by Mr. 

[ 324 ] 



of THE AMERICA'S CVP ['9°o 

William O. Gay ; but as neither of these vessels was in her 
class, their services were of little practical value. 

Independence stood in need of more extended and careful trials 
than any of the ninety-footers ever built, owing to the experimental 
nature of her design, and defects in her construction. She re- 
ceived less. 

The building and sailing of vessels of this class is at best a 
game of chance. Pared away here and there to the last degree 
consistent with even a moiety of safety, in order to lessen weight ; 
built of material no thicker than a dinner plate, that one might al- 
most drive a boat-hook through at a single blow ; equipped with 
towering spars built hollow of steel plate or wood shell ; weighted 
far below the hull with eighty tons or so of lead — what wonder 
that these vessels are almost an unknown quantity as regards their 
powers when they leave the hands of their builders ? 

Independence was the product of a new designer, without 
data gained by experience to guide him, and in one vital point 
she proved deficient. Her interior bracing was too light to prop- 
erly support her overhangs, with the result that the vessel 
strained and leaked, and at the end of a season was good only 
for the scrap-heap. In model the boat contained elements that 
made for phenomenal speed under certain conditions, and with 
even a small part of what sailor-men love to call luck, she would 
have made a far better showing than she did. 

But luck was not with her. Her career was curiously marked 
with mishaps and hardships, and strangely enough she always 
seemed just within reach of better things. 

On her trial trips in Massachusetts bay her steering-gears 
proved bad. We had no private dock large enough to take her 
out for a change of rudders, and it was only through the courtesy 
of the then secretary of the navy, John D. Long and the late 
Admiral William T. Sampson, then commandant of the Charles- 
town navy yard, that we were enabled to dock her north of Cape 
Cod. 

The trip of Independence around Cape Cod, with several Bos- 
ton amateurs of the advisory committee of yachtsmen on board, 
including Messrs. C. H. W. Foster, Edward N. Horton and 
Arthur Parker, and her designer in charge, resulted in damage 
to her hull that blighted her career then and there. 

She was sent around the cape in tow on a day when she should 
have lain at anchor, and throughout the trip made hard weather 
in a short, vicious sea, causing her to leak badly ; while men stood 
by her tenders on deck ready to put them over and abandon her if 
it was found she could not be kept afloat ; and on three occasions 
it was thought the moment had arrived for such action. Bull- 
dog pluck and courage saved the day, but so difficult was her pas- 

[ 325 J 



[^9oi] THE LAWSON HISTORY 

sage that in one part of it only five miles were made in four hours' 
towing, behind a powerful tug, in the narrow channel between 
Shovelfull light- vessel and Handkerchief Shoal. Had there been 
sea room to proceed under sail at. this point the vessel would have 
gone along without damage. 

As a result of this treatment the yacht's floor forward was 
pounded up until there was a decrease of one and one half inches 
in the headroom forward for a distance of eight frames. From 
about eighteen inches on either side of the centre-line of the hull 
to the turn of the bilge, plates and frames were sprung upward 
about one inch. This pulled rivets on seams and butts, and while 
they still held, there was a resultant leakage in a sea way. 

This damage was caused by the insufficient support given the 
forward part of the vessel by the truss construction of rods and 
struts with which her bow was strengthened. (This construction 
is described in detail in another chapter.) The fore and aft 
diagonal steel rods running from the mast-step to within one 
station of the bow snapped like pipestems. The tubular upright 
struts buckled and snapped, and the consequent disarrangement 
of the distribution of strain resulted in the bending of the vessel's 
interior vertical keel ; while the collapse of its supports caused 
the bow to work badly. 

An attempt was made to hold the worst of the leaks in check 
by plugging or "shimming" the seams inside, but this was of 
little avail, owing to continuous straining. A pump was kept 
going fifteen minutes on and fifteen off" from Handkerchief to the 
Vineyard. 

When under sail next day, going to New London, the vessel 
leaked less,«but the pump was kept going fifteen minutes every 
hour, throwing at the rate of 3000 gallons of water an hour. 

On the yacht's arrival at New London Capt. Haflf reported to 
me by telephone to Newport that she could not be repaired in time 
for the Newport races — that the repairs would take weeks. I 
ordered him to rush the repairs night and day, and bring her to 
the line if she sunk before crossing. 

Repairs were rushed therefore with the greatest possible 
speed. The broken and bent ties and braces in the yacht's hull 
were removed and replaced, the rods with others of double size, 
and the tubular struts with angles of double weight. The rivets 
in the forebody were tightened where loose, and the seams where 
there were leaks, the worst of which was where the fin joined the 
hull, were calked. 

It was found on the vessel's being launched that the leak had 
not been stopped, and in her first races off" Newport Independence 
sailed with her fin full of water to within a foot of the top. This 
extra weight, and the mobility of the water, noticeably deadened 

[326 1 



of THE AMERICA'S CVP ['901] 

and deranged the vessel's movements, and put her entirely out of 
proper racing form. 

No one except those connected with the yacht knew at first of 
this condition of affairs, as it was considered better to bear the ill 
than reveal it by pumping in a race, which might have directed 
harsh public criticism at the beginning of her career against the 
vessel's designer and builders. 

After Independence's second race at Newport (which see) a 
force-pump was sent aboard the yacht from the steam-yacht 
Dreamer, and was rigged up with piping obtained from Providence, 
being installed on the cabin floor, with the pipe led through the laz- 
arette, and thence up to the deck when it was necessary to pump. 

In the last two July races, when the water began to show 
above the lead in the fin the pump was started, and each time 
was kept going about twenty minutes. This took place every 
two hours. The pump's throw was at the rate of between 3500 
and 4000 gallons an hour. 

The worst leak continued to be where the fin joined the hull. 
Here the plates had been thinned to a feather-edge, and they failed 
to hold together. The water came aboard in such volume that it 
could be heard plainly running under the cabin floor boards. Vari- 
ous eflforts were made by different means to stop the leak, but 
none availed. It was lessened somewhat by the application of a 
patch, or poultice, as large as the bottom of a bucket, made by 
soaking oakum in red lead. This was held on the leak with a 
brace wedged under a floor timber. 

On the vessel's second trip to New London for fixing up, the 
number of vertical braces in her hull forward was doubled, angle- 
iron being used instead of pipe. There were also put in twelve 
extra diagonal angle braces forward, from the deck at the centre- 
line to the bilge-stringers ; while all the old braces forward were 
replaced with new and heavier ones. The yacht was thus practi- 
cally rebuilt inside. A locomotive patch was put on the leak at 
the fin, butt straps forward were replaced with heavier ones taking 
double rows of rivets, and an intercostal keelson was placed half 
way from the keel to the bilge-stringer on each side for twelve 
frame spaces, forward. All loose rivets were removed and new 
ones substituted, and the new forward fin, or skeg, (mentioned 
elsewhere), was put in place. 

When the vessel started in her second and last series of races 
it was found she did not leak so much, and was firmer in her for- 
ward overhang, but her stern now began to give trouble. The 
braces abreast and forward of the rudder-post buckled, as men- 
tioned in another chapter, and were stiffened after being straight- 
ened with a maul, by anchor-stocks and capstan-bars lashed to 
them. The stern of the vessel worked so badly, however, that 

[327] 



['90X] THE LAWSON HISTORY 

during her last race three men were required at the wheel to steer 
her, owing to the binding of her rudder-head at the deck. When 
the yacht lay down the braces to leeward buckled and those to 
windward straightened out ; on the other tack those which had 
buckled straightened, and the others bent into crescents. 

With such handicaps, with her balance wrong, and with mis- 
erable headsails, it is to be wondered at that Independence made 
the showing she did ; and with more racing most of her defects 
undoubtedly could have been remedied. 

Independence was managed in her earlier races by Charles 
Francis Adams 2d, of Boston, and in her last two races by Dr. 
John Bryant of Boston, 

For the benefit of designers, builders, yachtsmen and students 
of yacht architecture, all available facts about the building of 
Independence are given in this book as carefully as possible. No 
such facts have ever before been made public in connection with a 
yacht of the cup class, and these must prove of inestimable value to 
all who wish to profit by the hard-earned experience of others, both 
by seizing what is good and avoiding the errors that had a part in 
the building and equipping of Independence. 

Independence's existence was so brief that her name never 
appeared in any yachting annual or shipping register. She was 
enrolled in but one club, the Hull-Massachusetts, and she flew the 
flag of that club, with the private signal of her owner, a white 
bear on a blue field. 

At the conclusion of the races at Newport, which proved to be 
the last and only ones the Independence ever engaged in, every 
one connected with her felt they had been, through the sportsman- 
ship of the Newport Yacht Racing Association, amply repaid for 
all she had cost in care and labor by being brought into contact with 
that type of the true American sportsman ' which stood four- 
square to all the winds that blew." 

During our long stay in Newport harbor the most charming 
and thoughtful courtesy was shown all connected with the Inde- 
pendence by the members of the association. In addition, they 
gave to me personally, to my steamer, the Dreamer, to the people 
on all my other boats, to my friends and sailor-men, every facility 
in their power, and during the races they did those things which 
only true sportsmen know how to do to turn tryiag times into merry 
sporting events. 

But for influences the animus of which was evident to even 
the man in the street. Independence might have had a few more 
races than the Newport Y. R. A. provided her with. The Larch- 
mont Yacht Club held a special series of races for ninety- footers, 
as previously mentioned, and Independence was not invited to sail 
in them, as the club was playing Polonius to the New York Yacht 

[ 328 ] 



'•'■The western wave was all a-flame: 
The day was well-tiigh done.'''' 

INDEPENDENCE OFF BOSTON LIGHT. A STUDY 

From a water-color pauiti7ig by W. G. Wood. 
(Copyright, 1902, by Thomas W. Lawson, Boston.) 



^THE AMERICA'S CVP [>9oo 

Club's Hamlet, and to it the weasel easily became very like a 
whale. The right of the club to invite whomsoever it pleased to 
sail under its auspices was undisputed, and no regret was felt, 
under the circumstances, because its lack of breadth led it to bar 
Independence. 

On the other hand a club which desired to see the Boston ves- 
sel have fair play was obliged to abandon its projected races for 
ninety-footers because of the influence mentioned. 

This was the Indian Harbor Yacht Club of Greenwich, Conn., 
which on May 4th, 1901, through Mr. Frank Bowne Jones, 
chairman of its regatta committee, extended to me an invitation to 
enter Independence for a race in Long Island Sound, to be sailed 
under the auspices of the club for the cup-defender class on a 
day in the latter part of June, to be selected. The date subse- 
quently fixed was June 27th, but the race was put off owing to 
the dismasting of Constitution, which it was believed would be 
entered. On August 5th I was informed the race would be sailed 
August 24th, provided I would start Independence. My reply was 
that I should be pleased to start Independence on the date named. 
I next received the following letter from Mr. Jones : 

Indian Harbor Yacht Club, Greenwich, Conn. 
August 8th, 1901. 
Thomas W. Lawson, Esqr., 

33 State St. Boston. 
Dear Sir : We beg to acknowledge receipt of your 
telegram of the 5th inst. replying to our telegram to you 
asking if you would start Independence in a race for 90- 
footers under the auspices of our club on the 24th inst. 
We wish to express our appreciation of your willingness to 
start the yacht in the proposed race, but regret extremely 
to state that we have just been informed by Mr. Morgan 
that he cannot arrange to start Columbia and we are also 
informed that Mr. Duncan cannot enter Constitution. We 
judged from a conversation that we had with Mr. Duncan at 
Newport a short time since that he would start Constitution 
if we gave a race on the date named and we therefore 
endeavored to arrange it. You will understand that this 
proposed race was intended as a postponement of the event 
that we had scheduled for June 27th last, to which you 
were invited, and for which the other yachts were entered, 
and which we were compelled to postpone owing to the 
accident to the Constitution. As neither of these yachts will 
now start in the proposed race, we are compelled, much 
to our regret, to call the event off and we have telegraphed 
you this morning accordingly. The annual regatta of this 

[ 329] 



[^901] THE LAWSON HISTORY 

club will be held on the 17th inst., for which we cordially 
invite you to enter Independence, though we cannot assure you 
a competitor in her class. We trust that we have not put 
you to any inconvenience and beg again to express our 
thanks to you for your acceptance of our invitation to race 
Independence. Yours very truly, 

Frank Bowne Jones, Chairman. 

After the finish of the racing at Newport, with which ended 
Independence's racing career, the press of the country, the public 
and yachtsmen with hardly an exception agreed upon three 
points : 

First : The Independence had serious defects, caused almost 
entirely by the great rush in which she was designed and built 
and lack of proper tuning up ; 

Second : That with her defects remedied she would have 
been the fastest yacht afloat ; 

'Third : That she should in all fairness and in the best interests 
of the sport have been given more races with boats of her class. 

I did everything possible to secure a race or series of races 
for her with any or all the boats of her class then afloat, the 
Shamrock I. and Shamrock II., the Columbia and Constitution. I 
even offered to keep her in commission beyond the season of 
1901 provided I was assured she would have an opportunity of 
racing against all or any of th^ above boats. 

When I became convinced it would be impossible for her to 
secure another race, and that there was absolutely no reason for 
keeping her afloat, I gave orders that she be broken up. 

Independence was in commission exactly three months. Her 
sails were hoisted for the first time off" Boston light June 3d, and 
on September 3d they were lowered for the last time, in the same 
locality. The work of breaking up the yacht began as soon as 
she went out of commission, and in a month a pile of metal in a 
corner of a boat-shop at Lawley's yard was all that remained of 
her hull. Photographs of the yacht show her appearance two 
weeks after the work of demolition began. After all spars, rig- 
ging and fittings had been removed from the vessel, and the loose 
lead ballast had been taken out, she was beached, as shown in 
the pictures referred to, presented herewith; and the cement, shot 
and pig-lead in her fin were removed. Then the work of backing 
out rivets began. Each rivet necessarily was removed separately, 
and as fast as a plate was liberated from the frame it was lifted 
ashore and put on the scrap-pile. 

At last nothing remained of the yacht but the body-frames, 
like the bones of a giant fish on the beach. These finally were 
severed from the keel-trough casting, and the heavy casting itself 

[ 330 ] 




./\v 







m 






THE END OF INDEPENDENCE 

Condition of the yacht two weeks after the work of demolishing her bega 
at Lawless yard. South Boston, September, igoi . 



of THE AMERICA'S CVP ['901] 

was drawn ashore, leaving nothing suggesting a yacht in the place 
where the great bronze hull was first beached. 

No attempt was made in taking the Independence apart to pre- 
serve the material from her with a view to future use in a yacht. 
She was as dead a ship as any wrecked by the sea, and nothing 
that came from her hull could be used again in a yacht unless 
worked over in foundry and rolling-mill. 

Those journals which for months had been acting as mouth- 
pieces for the New York Yacht Club endeavored to mislead the 
public by asserting that my order to break up Independence was 
the act of a man filled with petulant disappointment. No thinking 
person could have been deceived by these statements, for I did 
not order her to be broken up until after I had given public notice 
that I would continue to keep her in commission if anyone could 
give me a reason for doing so. All yachtsmen were agreed that 
even after she had been deprived of the opportunity of engaging 
in the cup contest. Independence, if given races with vessels of 
her class, would have exercised a beneficial effect on yacht build- 
ing, by demonstrating the practical value of the scow type in a 
ninety-foot cutter through comparison with the types then in exist- 
ence. But this was not to be. 

As soon as the syndicated powers behind the New York Yacht 
Club were assured the Independence would not further interfere 
with their schemes, they made a herculean effort to stimulate 
interest in the coming contest. 

Following closely upon the announcement that the Independ- 
ence was to be broken up, the public of America and Europe 
were startled to read sensationally-worded statements in the daily 
press to the effect that Shamrock II. was so sure of winning the 
cup match enormous pools of money had been subscribed by 
yachtsmen of Great Britain to wager even or at odds of two 
to one against the American boat. This "news" described in 
minute detail how prominent Englishmen had left for America 
with letters of credit for large amounts, how they were met 
when they landed in New York by prominent Americans ; and 
after giving the names of both Englishmen and Americans, wound 
up with the information that legal documents covering the entire 
transaction were being drawn, and the wagers would be deposited 
with prominent banks. 

This information was followed in a few days with the details 
of a first bet of $400,000 having been actually made, and the 
names of the Americans concerned, and the banks that held the 
stake, were given. Included in these names were those of two 
Pittsburg, Pa., bank presidents. 

This announcement astounded yachtsmen everywhere, and 
great was the speculation as to the surprises Shamrock had in 

[331] 



[^9ox] THE LAWSON HISTORY 

store. This excitement was intensified by Sir Thomas J. Lipton 
making a public statement that he was satisfied beyond a doubt 
of the Shamrock's ability to win. 

The whole transaction of the betting was such a palpable fraud 
on the public that yachtsmen who had the best interests of the 
sport at heart set on foot an inquiry into the facts. Twenty-four 
hours' investigation brought forth evidence that there was abso- 
lutely no truth in any of the statements made. I, therefore, after 
consultation with these yachtsmen, made the following announce- 
ment through the press : 

' ' Investigation by yachtsmen of unquestioned standing having 
demonstrated the falsity of the statements being published, to the 
effect that enormous wagers are being entered into between English- 
men and Americans at strong odds on the Shamrock II., and all 
true yachtsmen believing the perpetration of this fraud will seri- 
ously damage the sport, it has been decided to do something that 
will effectually and at once put a stop to this misleading of the 
public. 

" To that end I herewith offer to wager $100,000 or $200,000 
at odds of two to one in favor of the American boat, and as I am 
opposed to wagers for personal gain, I herewith agree to donate 
any amounts that I may win through the above offer to any public 
charity, to be named by the New York Yacht Club or the press of 
New York city." 

As soon as this was published everyone actively connected 
with the fraud became panic-stricken, and the principals made 
public confession that the entire scheme was an effort to impose 
upon the public, and that no wagers had been made. Thereupon 
the betting odds fell to their legitimate level, of from two to five, 
to one on the American boat. 

In bringing this work to a close I shall present, in addition to a 
detailed account of the construction and cost of building and con- 
ducting a modern racer meeting the requirements of the cup- 
defence class, four articles, a study of three of which, with the 
account mentioned, will assist the yachtsman-student of the future 
to form an opinion of the merits of the question : ' ' Was the sport 
of yachting benefited by the existence of the Independence ? ' ' 
The fourth will throw much light on the legality of the deed of 
gift, under which the New York Yacht Club acts. 

The first of these articles is a description of the last race of 
the Independence, by the veteran yachting writer A. G. McVey, 
published on the day following the race in the Boston Herald. 

The second is a description of the same race by John R. 
Spears, published in the New York World. 

The third article is on the "Independence episode," and is 
by Mr. McVey, one of the best equipped writers on the subject 

[332 ] 



of THE AMERICA'S CVP 



[1901] 



because of long experience, acquaintance with yachting affairs and 
the men who conducted them, and intimate personal association 
with many of the great yachtsmen of America and England, and 
particularly with the representative members of the New York 
Yacht Club, as evidenced by the fact that he witnessed the New- 
port races as the guest of Ex-Commodore Elbridge T. Gerry on 
his steam-yacht Electra, at a time subsequent to the publication 
of the article referred to. 

The fourth is an important article on the legality of the deed 
of gift of the America's cup, by Stinson Jarvis, a recognized 
authority on the subject. 

In presenting, as part of the record of international yachting 
contained in this work, my position in the important event in the 
America's cup's history known as the "Independence episode," 
I can but say : 

The Independence was built for the sole purpose of engaging 
in a sport supposed by all to be free to all ; for the sole purpose of 
bettering that sport, and thus benefiting all who had its welfare 
at heart. It brought to those who had created it little of pleasure, 
and much of labor and pain ; but when the Independence was no 
more, and the " Independence episode " had passed into the keep- 
ing of history, whose white light brings into relief the work of all, 
those responsible, even in the smallest measure, for a part in her 
creation and her short existence, felt they could truthfully say, 
and that history would bear them out : 

Many fallacies were dispelled, which but for the ' Indepen- 
dence episode ' would still appear as truths. 

" Many truths long hidden from the wholesome air of open 
dealing, concealed in unknown cellars dug beneath the fair 
structure of the sport of yachting by men whose methods were 
not fellows of daylight and the sun, were given new life and 
brought once more to public view by the ' Independence episode.' 

"The sport of yachting, international yachting, American 
yachting in particular, is better because the creation of the Inde- 
pendence compelled the 'Independence episode.' " 




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THE AMERICA'S CVP [^901] 



DATA CONCERNING INDEPENDENCE 
GIVEN IN FULL FOR THE BENEFIT OF 
YACHTSMEN: 1901. CHAPTER XVIIL 

llJPP^JljEW conditions in yacht-racing call for new men 
and new measures. With Mayflower the last of 
wood vessels in the America's cup defence went 
out of commission. Volunteer was of iron — as 

CdKJ^Ml^n ^^^ indeed Mischief, which defended the cup in 
i^t^ ^U^J f 1881 — but Volunteer's successor, Defender, was a 
bronze and aluminum machine, and she set the pace 
for a type of vessel by which entirely new fields 
of effort were opened to designers and builders. 
Very little reliable data about vessels of this class could be 
had previous to the building of Independence, as those possessed 
of such information kept it to themselves, to be used as a stock 
in trade. It was the purpose of the owner of Independence from 
the first to give the yachting world all possible information about 
the building of such a boat, and while she was being built all the 
details of her construction, lines, etc., were published, as the 
work progressed, in the daily and weekly papers and yachting 
journals. These details are presented here in connected form for 
the first time, together with a comprehensive statement of the 
yacht's cost, the whole making a presentation of facts never before 
published in connection with a yacht of the cup-defence class. 

The cost of building and equipping Independence, and keep- 
ing her in commission three months, was $205,034.80. This sum 
does not include about $10,000 expended for cups and other prizes 
offered for races in Massachusetts bay, which could not properly 
be charged as an item of expense for a cup-defence vessel ; nor is 
any account made of the expense of maintaining the steam-yacht 
Dreamer, her consort. Had the Dreamer been commissioned solely 
for such a purpose, from $25,000 to $50,000 might be added to the 
above total on account of her maintenance, and expense incidental 
thereto, for a season. This item is not counted here, as the owner 
of Independence and Dreamer used the steam-yacht for his personal 
convenience, and not primarily as the consort of Independence. 

The contract for building Independence was signed Dec. 
17th, 1900. The vessel's lines were laid down in the mold-loft of 
the Lawley yard, the work beginning Dec. 31st. The vessel was 
built at the Atlantic Works, East Boston, where her keel was put 
in place Jan. 26th, its base being a bronze casting, described else- 
where. This casting was made at East Braintree, Mass. 

[335] 



['901] THE LAWSON HISTORY 

Independence's nickel-steel frames were made at Phoenixville, 
Pa., and bent at the Atlantic Works. The first three frames set 
up, sections 41, 42 and 43, were put in place Feb. 19th, 1901. 
The vessel was fully in frame March 6th, and plating began at 
once. All her body-plates were on April 25th, when burnishing 
began. Her deck was laid within the week. She was launched 
May 18th, as previously mentioned. 

The contract for the building of Independence was in the 
following form : 

Contract and Outline Specifications for a 
Vessel of the America's Cup Class, 1901. 

This contract made and entered into this seventeenth day of 
December, 1900, between Thos. W. Lawson of Winchester, 
Mass. , hereinafter called the owner, and George Lawley & Son 
Corporation of Boston, Mass., hereinafter called the builders. 

WITNESSETH : That the builders for and in consideration of 
the sum of seventy-five thousand dollars ($75,000.00), to be paid 
to them in the manner hereinafter provided, agree to build for the 
owner a sailing yacht suitable for competing in the trial races for 
the selection of the defender of the America's cup, and according 
to the plans and specifications to be furnished by B. B. Crownin- 
shield of Boston, Mass., hereinafter called the architect. 

The builder agrees that all work under this contract shall be 
executed in first class manner, and to the entire satisfaction of 
said architect and owner, and that said boat shall be built with the 
least weight of material consistent with requisite strength, and shall 
be built under cover and with all possible dispatch. It is under- 
stood that the builders shall give the architect the benefit of their 
employees' experience and advice as the work progresses, and that 
during construction the architect shall have access to all records 
and tests that may apply to this yacht which may at any time be 
in the possession of the builders. 

The builders agree that during construction the yacht shall be 
insured for the benefit of the owner and builders as their interests 
may appear. The cost of such insurance to be paid by the 
builders. 

Outline Specifications. 
Dimensions : 

The general dimensions of the yacht shall be as follows : 

Length over all about 140 ft. 

Length on the waterline about 90 ft. 

Beam about 24 ft. 

Draft about 20 ft. 

[336] 



of THE AMERICA'S CVP ['900 

Ballast : 

The ballast is to consist of about eighty tons of lead, more 
or less, stowed or attached to the hull as may be decided. 
Stern and Stern-post : 

Stern and stern-post to be cast of strong bronze as may be 
called for by the design, with rivet holes drilled. 
Entire Frame Work : 

The frames, deck-beams, and interior structural work of 
the boat shall be constructed of mild steel of high tensile 
strength and great ductility ; shapes to be determined. Parts 
will be riveted together with best quality of soft steel rivets. 
Plating : 

The yacht will be wholly plated outside with Tobin or 
manganese bronze plates or other composition approved by 
the architect. The strakes shall be in and out, and the 
whole riveted up with Tobin bronze rivets. The outside of 
the plating shall be kept as fair and smooth as possible, and 
after finishing shall be smoothed up by filing and polishing or 
other approved means. 
Rudder : 

The rudder shall be made with bronze stock and frame 
cast in one piece and plated on both sides with same material 
as hull. Rudder properly hung to stern-post. 
Deck : 

The deck beams shall be thoroughly strapped with light 
steel bars and covered in with clear white pine deck plank in 
as long lengths as possible to be obtained. Said plank to be 
fastened to the deck beams by brass screws from beneath, 
and to be thoroughly caulked and payed with marine glue in 
the usual manner. Should it be decided later that another 
form of deck is preferable, it will be substituted for the above. 
Spars : 

The yacht shall be furnished with steel mast, boom, and 
gaff; Oregon pine topmast, bowsprit, and spinnaker pole ; 
six spruce topsail poles and six spruce topsail clubs of such 
lengths and sizes as may be required ; also boat booms and 
all other small spars and poles that may be required to fit out 
the boat. 
Spar Iron Work : 

All forgings for the spars and rigging are to be furnished 
by the builders, and to be smooth forged of Norway iron or 
mild steel as may be required. The iron work to be nicely 
galvanized, and where possible all welds to be tested. 
Interior Arrangement : 

The builders are to fit the boat up below deck with a 
large forecastle forward, fitted with twenty-five gas-pipe cot 

[ 337 ] 



['90X3 THE LAWSON HISTORY 

berths, complete with canvas mats, hanging hooks and chains, 
and stowage lockers for crew. Aft of this a large galley 
fitted with sink, ice chest, dressers, s,helves, etc., sufficient 
for the necessary cooking for the crew. Aft of this two state 
rooms, to be fitted with two gas-pipe cot berths, hooks, ward- 
robes, transom seats, etc. Aft of these state rooms a main 
cabin with three berths on each side. Sofas in front of 
berths and dining table. Aft of main cabin there will be 
two state rooms fitted in a similar way to other state rooms 
before mentioned. 
Joiner Work : 

All bulkheads to be of %-inch white pine or butternut, 
tongued and grooved, and put together with screws, so 
arranged that they can be easily taken down if required ; to 
be cleated with oak cleats, and fastened in place with brass 
hooks or buttons wherever possible. All doors to be fitted 
with canvas panels, and to be of white pine or butternut or 
other approved material. No ceiling will be required except 
where necessary for lining lockers. All the joiner work to 
be of the simplest and lightest character. 
Deck Joiner Work : 

All hatches, companion ways, and skylights that may be 
required to be made of butternut. Skylights to be made of 
Mclntyre's style. All properly furnished with brass hard- 
ware. 
Plumbing : 

To include two or more galvanized tanks of combined 
capacity of about one thousand gallons. To be fitted with 
all the necessary swash plates, fill and vent pipes, hand 
holes, etc., and so arranged that the pipes can be easily dis- 
connected and tanks taken out through the main hatch. 
Also three (3) W. C.'s of approved make, and three (3) fold- 
ing lavatories to be placed as directed ; also the necessary 
pumps, piping, cocks, etc., to connect up the above. 
Outfit : 

It is understood that all the necessary outfit such as wind- 
lass, anchors, cables, davits, steerer, steering wheel, lines, 
cleats, chocks, covers, ring bolts and eye bolts, etc., will be 
furnished to make the yacht complete. They will be made 
as light as possible consistent with strength. The exposed 
iron work to be galvanized, and all to be securely attached or 
stowed in proper place. 
Boats : 

The builders shall furnish two cedar tenders built in lap- 
streak manner with mahogany seats. One shall be 18 feet 
over all and the other 15 feet. 

[ 338 ] 



SAIL PLAN AND PRINCIPAL HULL DIMENSIONS 

OF INDEPENDENCE AND PURITAN 

CONTRASTED 

{^The latter vessel is shown in shadow.) 
Front a drawing by Arthur Binney. 



una 



I J//I1 '3 yn>T1 .aV[A .VTAvT^ vIIAg 




JF^" m 





^THE AMERICA'S CVP ['901] 

Painting : 

All steel work inside to be painted with two coats of best 
red lead, and in the living quarters to be finished with an- 
other coat of such color as may be selected by the architect. 
The topsides of the yacht to be finished with two coats of 
best lead paint, color as required. All bright work about 
deck to be filled and finished with best spar varnishes. 

It is the meaning and intent of this specification to cover 
the entire construction of the yacht as herein described, with 
all her appurtenances complete, whether herein mentioned 
or not, with the exception of the following : 

Sails ; china ; crockery ; galley stove ; cooking utensils ; 
linen ; bedding ; flags ; upholstery ; lights ; nautical instru- 
ments, and stores of all kinds. 

In consideration of the foregoing the owner agrees to pay 
the builders the sum of seventy-five thousand dollars 
($75,000.00) in amounts as follows : 

Ten thousand dollars ($10,000.00) upon signing this 
contract ; balance, in such amounts as may be called for by 
the builders at any time, it being understood, however, that 
the sum of such amounts paid at that date will not exceed 
the value of labor and material incorporated into said yacht. 

WITNESSETH OUT hauds and seals this seventeenth day of 
December, 1900. 

Thomas W. Lawson. 

Geo. Lawley & Son Corp'n, 

by Geo. F. Lawley, Prest. 

Independence was of the following dimensions : 

Length overall I40 ft. 10^ in. 

Designed water-line 90 ft. 

Forward overhang 27 ft. 5 in. 

After overhang 23 ft. 

Beam extreme 23 ft. 11^ in. 

Greatest beam at water-line 23 ft. 5 in. 

Beam at forward end of water-line • 15ft. 

Beam at after end of water-line 1 8 ft. 9 in. 

Beam at taffrail II ft. 8 in. 

Freeboard at stem-head 6 ft. 1 1 in. 

Least freeboard 4 ft- 

Freeboard at taffrail 4 ft. 8 in. 

Draft 20 ft. 

Area of midship section ••7-9 sq. ft. 

Area of water-line plane 1 771. 5 sq. ft. 

Area of lateral plane 772.6 sq. ft. 

Wetted surface ^9' 3- 5 sq- ft- 

Centre of lateral plane aft forward end of load water-line 51 ft. 5 in. 

Centre of buoyancy aft of forward end of load water-line 47 ft. 3 in. 

Her displacement was 146.75 tons, and her measured water- 
line length for racing at Newport in July 89.16 feet, and in 
August 88.03 feet. 

[ 339 ] 



[•90IJ THE LAWSON HISTORY 

Three metals entered into the construction of Independence, 
bronze, steel and aluminum. Her frames were of nickel steel, 
her plating of bronze, except the sheer-stake, which was nickel 
steel, and her deck aluminum, except in the wake of the mast, 
where steel was used. The yacht's frames numbered seventy- 
nine. They were of nickel steel bulb-angles spaced 21 inches on 
centres, those in the bow, from frame 1 to 17 inclusive, and in the 
stern from frame 62 to 79 inclusive, being 2% X 1% inches, 
2.66 pounds to the linear foot ; and those amidship being 3% X 2 
inches, 4.65 pounds to the foot. The frames entering the keel or 
fin extended to the bottom, where they were riveted to transverse 
webs 4> X 3V2 inches, that were in turn riveted through the bronze 
trough that formed the bottom of the keel. This trough was a 
single casting, %-inch thick, 19 feet 3 inches long, 4% inches 
deep, 37 inches wide at the widest part, 17% inches wide at the 
forward end, and 5 inches wide aft, where it turned up with a 
rise of 12 inches and overlapped the foot of the sternpost, to which 
it w'as riveted. In shape the casting was something like a shal- 
low canoe. Its weight was 2100 pounds. 

Sternpost and stem were also solid bronze castings, with short 
lugs or floor-plates cast on them, to take the riveting of the frames. 
Their combined weight was 2000 pounds. 

Extending to the bottom of the keel at every set of frames, to 
which it was riveted, was a vertical floor-plate of 10-pound steel, 
8-pound at the lower end, its thickness being about %-inch. 
These divided the fin completely at every frame, and rendered it 
absolutely stiff". For ballast there were placed at the bottom of the 
keel about sixty tons of lead in pigs, and around it was poured 
about ten tons of shot. The top was then levelled with a layer of 
Portland cement 1% inches deep, presenting a smooth surface. 
Additional lead to the extent of ten to fifteen tons was stowed on 
top of this cement, and was added to or taken from as occasion 
demanded in racing. The vessel carried more ballast than was 
needed to insure stability, owing to an error in the relation of her 
centre of gravity to her centre of buoyancy. With the designed 
amount of lead in her fin her centre of weights came too far aft to 
give her a proper line of immersion, necessitating the piling of 
lead on the floors forward of the fin. This condition was but one 
evidence of several that the vessel was designed with her fin too 
far aft. Had it been in its proper place, with relation to the centre 
of displacement, not only the carrying of an excess of lead would 
have been done away with, but the yacht would have steered much 
better than she did. 

In the forward end of Independence's hull there was an interior 
vertical keel from the stem-head to frame 38, its weight being 8 
pounds to 10 pounds forward, and 15 pounds at the mast-step, 

[ 340 ] 



CONSTRUCTION OF A CUP RACER, 190 1 

Interior of Independence, showing method of bracing hull. 



Frames of Independence at the fin. 



»m 



of THE AMERICA'S CVP [^901] 

and its greatest depth 18 inches, tapering to 8 inches. Inter- 
costals, or cHps, 2y2 X 2V2 inches were employed as stifFeners at 
each frame. At frame 38, where the vertical keel met the fin, 
a similar vertical plate was placed under the centre of the deck- 
beams, the two being connected fore and aft by ys-iach steel rods 
set up with thread and nut. Aft of the fin the vertical keel ex- 
tended from frame 59 to the transom, the weight being 10 pounds, 
and 8 pounds at the end. Around the rudderposts this keel was 
spread, forming a box or trough, 15 inches wide, for a distance 
of 9 feet 6 inches, for the rudders to pass through. 

Independence's nickel steel sheer-stake was ^/4-inch thick in 
the overhangs and %2 in the body of the boat. The second strake, 
of bronze, was %6-inch in the forward overhang, ^-inch amidship, 
and %6 and %2 aft. The next four strakes were the same. The 
first strake in the fin below the turn was %-inch throughout, and 
the three strakes below that %6. There were nine strakes in all, 
laid to lap, the garboard being an outside, and sheer an inside 
strake. The body-plates were double riveted, with bronze liners 
and pan-head bronze rivets. Button-head aluminum rivets were 
used in the aluminum decks, those at the seams and laps being 
countersunk. 

An elaborate system of interior strengthening devices * was 
employed in the construction of Independence. A set of bilge- 
stringers, of nickel steel bulb-angles, extended fore and aft, their 
position amidship being about midway between the turn of the 
floor to the keel, and the designed water-line. Their size was 
3^^ X 2 inches, and their weight 4.65 pounds to the foot in the 
body of the vessel, and 2^^ X 1^/^ inches, 2.66 pounds to the 
foot, in the overhangs. A similar set of side-stringers extended 
fore and aft, their position amidship being at the water-line, and 
their sizes and weight the same as the bilge-stringers. From the 
bilge-stringers to the centre line of the deck there extended, on 
every fourth frame, a tubular steel strut or brace 2 inches outside 
diameter, its ends flattened and riveted to the stringer and deck 
timber respectively. From the side-stringers at every fourth 
frame there extended similar struts to the deck timbers midway 
between the centre line and gunwale, except opposite the mast- 
step, where braces of 3 X 3 X %-inch bulb-angles were intro- 
duced at frames 28, 29 and 30, extending from the bilge-stringers 
to a point where deck-beams and frames were joined by gusset 
plates of 15-pound steel, to which the braces were riveted. These 
gussets were heavier here than elsewhere in the boat (all others 

* Experience showed that except for the bilge- of taking all the strain put upon them, the '-.ssers flat 

and aidc-Btringers in Independence, the strengthening floors and long overhangs making her specially sus- 

devices used were incfFcctive. The struts, braces and ceptible to strain in a breeze or seaway, 
tie-rods with which she was equipped were incapable 

[341] 



['90.] THE LAWSON HISTORY 

being 8 pounds) , and had a 2-inch flange on the inner edge, with 
a thickness of about %-inch. 

To strengthen the overhangs steel tie-rods were employed, ex- 
tending fore and aft from the vertical keel to the centre-stringer 
of the deck, at different angles, the average being about 45 degrees. 
There were six forward and six aft, those forward being designed 
to set up with turnbuckles. 

The vessel's seventy-nine deck-beams were the same size and 
material as the frames, they also being lighter forward and aft 
than amidship, in the same proportion. In the neighborhood of 
the mast-step four extra deck-beams were laid without crown, 
directly under four regular beams, with which they were con- 
nected by vertical plates, forming a strong web construction. 
The mast-step was built up of steel intercostal plates, it being 14 
feet long by 12 feet wide, and 2 feet 6 inches deep under the 
mast. In the centre 15-pound plates were used, and on the ends 
12-pound and 10-pound. The heel of the mast, 22 inches in 
diameter, stepped into a socket of angle-iron 4 X 4 X %, inches, 
through which one of the three sets of %-inch tie-rods extended 
from the mast- partners, setting up underneath with thread and 
nut. At the deck an angle-collar 3 x 4 X ^ inches took the 
wedges around the mast. The entire step was braced trans- 
versely and fore and aft, in the first instance by 3 X 3-inch angles 
to the gussets, and 2^-inch diameter hollow steel struts to the 
mast-partners, as previously mentioned ; and fore and aft by steel 
rods set up with turnbuckles. 

Through the centre of the yacht's deck there extended fore 
and aft a stringer of steel plate 2 feet wide, tapering to 18 
inches, and weighing 10 pounds to the foot amidship and 7.65 
pounds at the ends. There were also two side deck-stringers 
corresponding to the covering-board in a wood vessel, of the same 
sizes and weights as the centre-stringer. The aluminum deck- 
plating was %-inch thick, and the steel deck-plating opposite the 
mast 7.65 pounds to the foot. The deck was covered to the 
edge of the side-stringers with canvas glued fast. Deck fittings, 
such as cleats, bitts and capstans were of white metal. Chain- 
plates were of Tobin bronze, extending 20 inches below the gun- 
wale, with zigzag riveting into the shell plating and gunwale bar, 
%-inch rivets being used. The gunwale bar was a nickel steel 
angle 3% inches high by 2 inches, extending around the vessel 
and forming her only rail. 

Independence was designed with two rudders, one of the 
common sternpost type, the other a balance rudder, whose sole 
support was its stock, which was a bronze casting, 5%-inches 
diameter, weighing half a ton. This stock passed through a 
6-inch bronze tube set plumb, which was threaded into a socket 

[ 342 ] 



TWO VIEWS OF INDEPENDENCE IN THE 
GOVERNMENT DOCK AT CHARLESTOWN 

Showing balance rudder ready for removal. 



Showing flatness of hull ajid character of fin. 



y 



of THE AMERICA'S CVP ['^ox] 

at the deck and riveted to the keel-plate. Over w^ebs cast on the 
foot of the stock the bronze plates of which the rudder was com- 
posed were riveted, the thickness of the rudder being 6 inches at 
the stock, %-inch on the forward edge, and %-inch at the aft 
edge. The rudder was 10% feet long, 5 feet wide at the widest 
part, and raked aft at an angle of 20 degrees. It entered the hull 
5 feet 3 inches forward of the after end of the water-line. Its 
weight was 1997 pounds, and its shape elliptical. This rudder 
was shipped before launching the vessel, the other being left 
ashore. It was fitted with a diamond steerer with steel screw 
2% inches in diameter and 1%6-inch pitch, cut with one right- 
hand and one left-hand thread crossing. The wheel, of mahogany, 
was 48 inches in diameter, and the screw-shaft horizontal. 

On its first trial the balance rudder proved unfit for use on a 
vessel so large as Independence, the strain on it being so great 
that the rudder-stock bound hard enough to make an incision 
three-eighths of an inch deep in it where it entered the hull, and 
to cause the shaft of the steering gear to buckle so badly the yacht 
could not be steered by it. 

The balance rudder was removed after a few trials, and the 
vessel's stern post rudder was hung. This was made of bronze 
plates over webs cast on the stock, which was of bronze, 6 inches 
in diameter and 30 feet long. The rudder with stock weighed 
2500 pounds. It was 21 feet deep, 4 feet 8 inches wide in its 
widest part, which was above the centre, and raked forward at an 
angle of 40 degrees. It entered the hull 11 feet 3 inches forward 
of the after end of the water-line. 

To this rudder was attached, when the yacht came out of dock 
at Charlestown June 15th, a quadrant and pinion gear, which 
collapsed on its first trial (see page 225,) and was replaced by an 
oscillating screw gear, of government metal and steel, the screw 
being 2%-inch outside diameter, with 1%6-inch pitch, 48 inches 
long. From the rudder-head to the wheel was 16 inches. The 
screw and wheel had a rake of 45 degrees. The wheel was the 
same as used on the balance rudder. This steering gear worked 
well, though when the vessel strained under sail the rudder- 
head bound at the deck so badly that some of the plate was cut 
away to give it play. The cause of this strain is explained 
elsewhere. 

Independence was equipped with exceptionally satisfactory 
spars. Her bowsprit, of spruce, 25 feet 9 inches outboard and 9 
feet inboard, was braced from the stem-head by means of a spe- 
cially designed device, consisting of a strap of galvanized iron 
passing around the stem under the gammon iron, extended by 
galvanized rods to a bar passing through the heel of the spar, 
where the rods were set up with threaded nuts. An inner gam- 

[ 343 ] 



['90X] THE LAWSON HISTORY 

mon of steel with flanged edges held the heel of the- spar. The 
martingale, 4 feet 9 inches long, was solid steel, oval in section, 
2V2 ^ 2^-inches diameter at the centre, tapering to 1^-inch at 
the stay end. The whiskers were 2%-inch diameter galvanized 
pipe, 6 feet 5 inches long. 

Another bowsprit of hard pine, the same dimensions as the 
first, was made for use in case of need, and shipped after the 
season began, while a third one of Oregon pine was held in 
reserve. 

Independence's mainmast was of steel, 115 feet long, and 
weighed 9700 pounds without spreaders or gear. Its diameter 
was 22 inches from heel to near the hounds, where it tapered to 
17 inches. The plates used in it were 12 pounds to the foot at 
the gaff, and 7.65 pounds at the deck. The plating was flush, 
over eight fore-and-aft vertical angles 2V2 X 2 inches, 2.7 pounds 
to the foot, which were stiffened by 9-pound diaphragm plates, 
10 feet apart, leaving a cylindrical space of 8 inches diameter 
through the centre. 

As a support to the mast when in place a strut was designed 
on the forward side, 77 feet 5 inches from the deck, over which 
a truss-stay from the masthead to the deck was set up. The 
strut was 4 feet 3 inches long, of tubular steel, in two parts at the 
mast, and joined at the outer end with a transverse support mid- 
way, presenting the shape of a sharp A. The truss stay or 
jumper, was of double 2%-inch circumference steel wire. 

Two sets of tubular steel spreaders were used on the mast. 
The upper ones, taking the strain of the topmast shrouds, were 
double, like the strut, 11 feet 5 inches long. The throat-halyard 
blocks were placed just above them. The shrouds leading over 
these spreaders were 2%-inch circumference plough steel. 

The lower spreaders, taking the strain of the masthead shrouds, 
were single steel tubing, 5 feet 3 inches long. They were at 
first placed on a plane with the strut, the jaws of the gaff coming 
just below them. Later they were put above the gaff-jaws. The 
shrouds leading over them were 2%-inch circumference plough 
steel. At the time the change was made in the lower spreaders, 
an extra stay was fitted to stiffen the masthead, which buckled 
under the pull of the peak-halyards. This was placed midway 
between the other two stays leading from the bowsprit end to the 
masthead. 

A steel main-boom 108 feet 5 inches long, and 20 inches di- 
ameter at the widest part was built on the same plan as the mast, 
but never used, the vessel carrying throughout the season a 
built-up hollow boom of pine, 105 feet 6 inches long and 20 inches 
diameter at the widest part, with 4-inch shell. The spar was 
strengthened by struts and trusses, the struts being of wood, 

[ 344 ] 



^THE AMERICA'S CVP ['901] 

5 feet 6 inches long, with a Uft off centre of 2 feet 3 inches. 
The trusses extended from just forward of the main-sheet strap 
to near the gooseneck by which the boom was slung. Two hun- 
dred feet of 2%-inch circumference steel wire was used for the 
trusses. 

A hollow gafi of steel was designed for Independence, but was 
not made. It was 62 feet 3 inches long, 12 inches diameter in 
the middle, and 9 inches at the outer end. 

The vessel's equipment of spars, other than those mentioned, 
was as follows : 

Hollow gaff, 64 feet 1% inches long, 13% inches diameter in 
the middle, shell 3 inches. 

Second hollow gaff", of Oregon pine, 64 feet 4 inches long, 
13% inches diameter at middle, 11 inches at inner end, 10 inches 
at outer end, shell 2% inches. 

Hollow topmast 46 feet long from heel to top, 12 inches di- 
ameter at heel, and 11% inches at centre, with 2%-inch shell. 

Solid spruce topmast of the same dimensions. 

Solid pine topmast, 40 feet from heel to top, diameter at heel 
12 inches, at hounds 9% inches. 

Solid pine topmast, heel to top 50 feet, diameter at heel and 
centre 12%, inches. 

Two solid topsail poles 55 feet 8 inches long, 4% inches 
diameter at inner end, 9% inches greatest diameter, 5 inches 
at outer end. 

Two other solid topsail poles same as above. 

Two solid topsail sprits, 47 feet 3 inches long, 4 inches diame- 
ter at inner end, 8% inches greatest diameter, 4% inches at outer 
end. 

Two other solid topsail sprits same as above. 

Hollow topsail pole, 55 feet 10 inches long, 10 inches greatest 
diameter, 4% inches at inner end, 5 inches at outer end, shell 
1% inches. 

Second hollow topsail pole, of Oregon pine, 47 feet 4 inches 
long, greatest diameter 8% inches, 4 inches at inner end, 5 inches 
at outer end, shell 1% inches. 

Third hollow topsail pole, Oregon pine, 47 feet 4 inches long, 
8V2 inches greatest diameter, 4 inches at inner end, 5 inches at 
outer end, shell 1% inches. 

Spinnaker pole, 75 feet long, 9 inches greatest diameter, 6 
inches diameter at ends. 

Also spinnaker pole formerly used on Jubilee. 

Independence was supplied with a considerable variety of sails, 
their total weight being 14,365 pounds, or more than seven tons. 
Sixteen thousand eight hundred and forty-eight (16,848) yards 
of material were used in making them, and their combined area 

[ 345 ] 



C'9oi] THE LAWSON HISTORY 

was 67,595 square feet, or more than IV2 acres. The cost of 
these sails is given in detail on another page. 

Following is a list of the yacht's outfit of sails, with the dimen- 
sions, area in square feet and weight, as well as the kind and 
amount of material used in the making of each sail : 

First mainsail : Hoist 72 feet 7 inches ; foot 107 feet 7 inches ; 
head 63 feet 2 inches ; leach 137 feet ; area 7620 square feet ; 
weight 2670 pounds ; material used 2550 yards of No. 3/0 spe- 
cial yacht duck. 

Second mainsail : Hoist 69 feet 6 inches ; foot 108 feet ; head 
63 feet 2 inches ; leach 132 feet ; area 7470 square feet ; weight 
2620 pounds ; 2500 yards of No. 3/0 special yacht duck. 

First forestaysail : Luff 86 feet 4 inches ; foot 39 feet ; leach 
76 feet 4 inches; area 1312 square feet; weight 560 pounds; 
515 yards No. I/O special yacht duck. 

Second forestaysail : Luff 80 feet ; foot 37 feet 6 inches ; leach 
68 feet 6 inches ; area 1430 square feet ; 680 pounds ; 470 yards 
No. 2 special yacht duck. 

First No, 1 jib : Luff 115 feet ; foot 43 feet 9 inches ; leach 
86 feet 3 inches ; 1205 square feet ; 515 pounds ; 615 yards No. 
2 special yacht duck. 

Second No. 1 jib : Luff 107 feet 6 inches ; foot 43 feet ; leach 
75 feet ; 1192 square feet ; 514 pounds ; 510 yards No. 3 special 
yacht duck. 

Third No. 1 jib ; Luff 107 feet 6 inches ; foot 42 feet ; leach 
74 feet 6 inches ; 1430 square feet ; 680 pounds ; 525 yards No. 
2 special yacht duck. 

No. 2 jib : Luff 97 feet ; foot 41 feet ; leach 65 feet 6 inches ; 
870 square feet ; 370 pounds ; 415 yards No. 2 special yacht 
duck. 

No. 1 jib-topsail : Luff 152 feet 5 inches ; foot 70 feet 2 
inches ; leach 103 feet 5 inches ; 2976 square feet ; 250 pounds ; 
540 yards 7-ounce special yacht duck. 

No., 2 jib-topsail : Luff 125 feet 6 inches ; foot 59 feet 7 
inches ; leach 77 feet 3 inches ; 1670 square feet; 250 pounds ; 
320 yards 10-ounce special yacht duck. 

No. 3 jib-topsail : Luff 84 feet ; foot 38 feet ; leach 59 feet ; 
956 square feet ; 153 pounds ; 198 yards 10-ounce special yacht 
duck. 

No. 4 jib-topsail : Luff 100 feet 7 inches ; foot 45 feet 7 
inches ; leach 62 feet 8 inches ; 1163 square feet ; 170 pounds ; 
220 yards 10-ounce special yacht duck. 

No, 5 jib-topsail : Luff 80 feet ; foot 35 feet ; leach 50 feet ; 
560 square feet ; 96 pounds ; 125 yards 10-ounce special yacht 
duck. 

Balloon jib : Luff 150 feet ; foot 82 feet ; leach 129 feet 6 

[ 346 ] 



of THE AMERICA'S CVP ['90.] 

inches; 5235 square feet; 492 pounds; 1025 yards 7-ounce 
special yacht duck. 

First working-topsail : LufF 71 feet ; foot 60 feet ; leach 42 
feet ; 1260 square feet ; 380 pounds ; 415 yards No. 4 special 
yacht duck. 

Second working-topsail : LufF 66 feet ; foot 61 feet ; leach 39 
feet ; 1210 square feet ; 355 pounds ; 400 yards No. 4 special 
yacht duck. 

First No. 1 club-topsail : Luif 94 feet ; foot 80 feet ; leach 49 
feet ; 2182 square feet ; 254 pounds ; 370 yards of 10-ounce 
special yacht duck. 

Second No. 1 club-topsail : Luif 88 feet ; foot 76 feet ; leach 
50 feet ; 1890 square feet; 260 pounds ; 315 yards of 12-ounce 
special yacht duck. 

Baby club-topsail : LufF 71 feet ; foot 66 feet ; leach 39 feet ; 
1320 square feet ; 185 pounds ; 220 yards of 12-ounce special 
yacht duck. 

No. 3 club-topsail : LufF 59 feet ; foot 52 feet ; leach 33 feet ; 
1800 square feet ; 248 pounds ; 300 yards of 12-ounce special 
yacht duck. 

Big club-topsail : Luff 91 feet; foot 79 feet; leach 45 feet; 
2070 square feet ; 237 pounds ; 345 yards of 10-ounce special 
yacht duck. 

No. 1 balloon forestaysail : LufF 84 feet ; foot 39 feet ; leach 
76 feet 9 inches ; 2376 square feet ; 460 pounds ; 525 yards No. 
8 special yacht duck. 

No. 2 balloon forestaysail : LufF 89 feet 4 inches ; foot 57 feet 
2 inches ; leach 88 feet ; 2550 square feet ; 350 pounds ; 425 
yards 12-ounce special yacht duck. 

No. 1 spinnaker : Outer leach 166 feet ; foot 89 feet 6 inches ; 
inner leach 152 feet ; area 6676 square feet ; weight 460 pounds ; 
1225 yards 6-ounce special yacht duck. 

Second spinnaker : Outer leach 160 feet ; foot 89 feet 6 in- 
ches ; inner leach 147 feet ; 6676 square feet ; 266 pounds ; 
1065' yards "spinnaker silk" (silk and linen). 

Trysail : LufF 74 feet 6 inches ; foot 67 feet 7 inches ; leach 
104 feet ; 2496 square feet ; 950 pounds ; 715 yards No. 0, 22- 
inch duck. 

Independence's blocks, forty-four in number, were of a special 
make combining lightness with strength. They had lignum-vitae 
shells, with teak ends, and brass sheaves, the bearings of which 
were noiseless. 

Standing rigging, of galvanized plough steel, was as follows : 
Six masthead shrouds 116 feet long, four lower shrouds 101 feet, 
two topmast shrouds 158 feet, all 2%-inch circumference ; two 
jumper stays 114 feet, 2V2-inch ; forestay 121 feet, 3 14-inch ; 

L 347] 



['9or] THE LAWSON HISTORY 

two runners 100 feet, 2%-mch ; one topmast stay 170 feet, 2V2- 
inch ; one bobstay 50 feet, 4%-inch ; two preventer backstays 
175 feet, 2%-inch ; boom truss, 200 feet, 2%-inch ; bowsprit 
shrouds, 100 feet, 2%-inch. 

Independence's running rigging was of flexible steel wire with 
manila overhauling-ends. The peak- and throat-halyards were 
1%-inch circumference, topsail-halyards %-inch, foresail-halyards 
1^-inch ; jib-halyards %-inch diameter ; quarter-lifts 2^ and 
2-inch circumference, main sheet 2%,-inch. The peak-halyards 
were rove through four blocks on the mast and three on wire 
bridles of 1%-inch circumference on the gaff. The throat-hal- 
yards worked through a double block on the mast and single at 
the gaff'-jaws. 

The following lengths of wire were used : Peak-halyards 270 
feet ; throat-halyards 208 feet ; topsail-sheets 200 feet ; foresail- 
halyards 144 feet ; jib-halyards 200 feet ; topsail-halyards 160 
feet ; topping-lifts 275 feet ; gaflf bridles 135 feet ; main sheet 
100 feet. 

Independence had two 450-pound anchors, 45 fathoms of ^%6- 
inch stud-link chain, a steel hawser of %-inch diameter 45 
fathoms long, and several manila hawsers. A dinghy required 
by racing rules was carried on deck. It was 14 feet long, lap- 
built, of cedar. 

One tug was in constant attendance on the yacht except at 
races, and others were employed as the occasion demanded. The 
yacht's crew lived on board the barge Penokee (a dismantled coast- 
ing schooner) which was fitted up for their use, and was towed 
about, as when the boat went to Newport, by a tug. A 30-foot 
naphtha launch was used by the crew as a working-boat between 
the yacht and tender. 

The cost of building, equipping, maintaining and breaking up 
Independence was as follows : 

Original Contract for vessel, rigged, $75,000.00 

Commission to Designer, 6,000.00 

ElxTRA Cost of Construction : 
Atlantic Works, 

Extra labor, nights and holidays, on con- 
struction of yacht, on steel boom and 
balance rudder, and for work not pro- 
vided for in contract, 5,856.82 
George Lawley & Son, 

Interior fittings, $190.50 

Labor and material on hull, 671.50 



Carried forward, $862.00 $86,856.82 

[348 ] 



oj THE AMERlCi^ 


L S CVP 


[1901] 


Brought forward^ 


$862.00 


$86,856.82 


Shot for ballast, 


368.60 




Rudders, material and labor, 


563.65 




Tobin bronze plates for balance 






rudder. 


322.25 




Manganese bronze for balance 






rudder post, 


639.04 




Miscellaneous, 


703.79 


3,459.33 


Spars, outside of contract : 






George Lawley & Son, Material and 






labor. 




4,735.05 


Spalding St. Lawrence Boat Co., 4 






hollow topsail spars, 




541.70 


Gen. C. J. Paine, Spinnaker pole 






from Jubilee, 




300.00 


H. Pigeon & Sons, 2 spruce topsail 






poles. 




90.50 


Rigging, extras : 






George Lawley & Son, 






Material and labor. 


452.81 




Special hemp for rope 


63.52 


516.33 


Charles Billman & Son, 






Personal services, 


380.00 




Man's services, season. 


296.00 




Extra rigging and gear. 


504.14 




Extra labor. 


582.50 


1,762.64 


Sails : 

Wilson & Silsby, 






1st Mainsail, 


2,932.50 




2d 


2,875.00 




1st Forestaysail, 


540.75 




2d 


446.50 




1st No. 1 Jib, 


707.25 




2d " 1 " 


586.50 




3d " 1 " 


603.75 




No. 2 Jib, 


477.25 




No. 1 Jib-topsail 


432.00 




No. 2 


304.00 




No. 3 


188.10 




No. 4 


209.00 




No. 5 


118.75 




Balloon Jib, 


768.75 




Carried fonvard, $11,1 90. 1 


v$98,262.37 


L 349 1 







[I90I] 



THE LAWSON HISTORY 



Brought forward, 


$11,190.10 


1st Working- topsail, 


394.25 


2d 


380.00 


1st No. 1 Club-topsail, 


351.50 


2d No. 1 " 


365.40 


Baby Club-topsail, 


225.20 


No. 3 " " 


348.00 


Big " " 


327.75 


No. 1 Balloon forestaysail, 


446.25 


No. 2 " 


493.00 


No. 1 Spinnaker, 


918.75 


2d Spinnaker (silk) 


1,704.00 


Trysail (fittings $20.) 


449.00 


Two wind-sails, 


30.00 


Sail covers, 


278.00 


Sail stops (330 ft.) 


33.00 


Jib thimbles, 


30.00 


Extra battens. 


65.00 


Peak halyard-straps. 


33.50 


Splicing, 


19.63 


Extra man on yacht for season. 


to watch sails. 


240.00 


Wire rope, special hooks, ma- 


terial, extra labor, etc.. 


1,675.49 



$98,262.37 



Walter Coleman & Sons, blocks, 
(extra) , 

General EquiPMENx : 

Anchors, 131.25 

8 coils rope for use in docking 164.28 

Edson Manufacturing Company, 

Two extra steering gears, 502.60 

Charles C. Hutchinson, Nautical in- 
struments, binnacle and compass, 
code flags, etc., 951.35 

Working launch, (naphtha), for 

crew, 1,650.70 

Outfitting Expenses : 

Mattresses, pillows, cushions, etc., 1,302.93 

Blankets, sheets, towels, etc., 594.15 

Kitchen furnishings, 1,186.46 
Suits and caps for officers and 

crew, 4,064.50 

Carried forward, 
[ 350 ] 



19,997.82 



580.80 



$3,400.18 



7,148.04 
$129,389.21 



2,450.00 




730.57 




70.00 


3,250.57 


100.00 




44.00 




24.00 




178.63 


346.63 


750.00 


' 


641.77 


1,391.77 




1,089.74 



of THE AMERICA'S CVP C'901] 

brought forward, $129, 389.21 

Maintenance, Repairs, etc.. 

Hire of barge for crew quarters, 

5)4 mos.. 
Cost of fitting up same. 
Labor on same, 

Dock charges : 

Before fitting out. 

Use of State Dock, So. Boston, 

Use of shears at Atlantic 

Works, 
Use of dry dock at Charlestown 

Navy Yard, 

Thames Towboat Co., hauling out 
three times at New London, 
Materials, labor, etc., on 
railway, 

Morgan Iron Works, New London, 

Material and labor for repairs, 
George Lawley & Son, Material, 
labor, etc., for repairs. at New 

London, 841.72 

Towing and General Use of Tugs : 
Boston Tow Boat Co., 

Services of tug Storm King 
attendance on yacht and tow- 
ing around Cape Cod, 375.00 
Services of tugs Confidence, 
Juno, and Pallas, in Massa- 
chusetts Bay, 780.00 1,155.00 

Red Star Towing & Wrecking Co., 
Services tug Chesterton, 3}4 

mos., 5,250.00 

Services tug Wrestler, one 

month, 3,875.00 

Services various other tugs, 3,293.41 

Towing at Lawley's, 30.00 12,448.41 

Running Expenses : 
Wages, etc., 

H. C. Haff, sailing-master, 

salary, 4,000.00 

Mate's wages, 1,500.00 



Carried fortvard, $5,500.00 $149,913,05 

[351 ] 



[i9oi] 



THE LAWSON HISTORY 



Brought forward^ 
2d Mate's wages, 
Steward's department, wages, 1,000.00 
Sailor's wages, 10,127.50 



$5,500.00 $149,913.05 
1,590.66 



Sundries in addition to above, 1,362.71 

Sundries on account steward's 

department, 847.44 

Provisions, etc.. 

Water, ice, general supplies, 
extra meals, refreshments 
and cigars, 10,097.53 

Oil, naphtha, polish, emery cloth, 

waste, etc., 74.40 

Laundry bills, 351.00 

Miscellaneous Expenses : 

Money distributed as bonuses among 

workmen and crew, 12,595.00 

Souvenir mugs and cups, 5,752.00 

Paintings, photographs, etc., of 

yacht, 1,806.05 

Medical attendance, expense etc., 

on account of an injured seaman, 300.00 

Legal fees, 290.00 

Express charges, travelling ex- 
penses, etc., 119.37 

Measuring yacht at Newport, 62.50 

Breaking up Yacht, and storing material, 
George Lawley &c Son, 

Total 



18,218.16 



2,210.15 



10,522.93 



20,924.92 

3,244.87 
205,034.08 




[352 ] 



APPENDIX 



A. G. McVEY IN THE BOSTON HERALD AUGUST 4TH, 1901. 

BEST RACE 

IN YEARS. 

ti^ 

Columbia Wins by 
Only 40 Seconds. 

INDEPENDENCE ALL RIGHT. 



The Boston Boat Beliaves Poorly 
but Sails Gloriously. 



[SPECIAL DISPATCH TO OHE SDNDAT HERAUJ.) 

NEWPORT, R. I., Aug. 3, 1901. — Except- gave the '99 champion such an elbow race as the 

ing the Puritan-Priscilla race of 1885,* no such older boat had not been given before in her own sea 

royal water fight as today's battle between the Col- and wind. 

umbia and the Independence was ever seen off New- Unbalanced in her steering as the Boston boat 

port. The Independence was second home, but is ; wild, very wild, on her helm ; unfair in her 

she was a dangerous second. The supporters of the design forward of the waterline, still she held the 

Columbia got quite a scare, for the Independence "wonder" queen of the fleet with close grip, and 

* Sailed August jd. Sec page 99. 

[ 355 ] 



APPENDIX 



had things gone right Lawson's ship would have led 
the Columbia across the line and not followed 40 
seconds after her. 

The day and the weather were worthy of the 
occasion. The clouds were dark and the water re- 
flected no shadow ; in fact, for the first hour of the 
race it was a sort of heavy gray, with mist hanging 
all about and shortening the observation. The In- 
dependence people wanted a breeze, and they got 
one of sufficient strength to compel them to send 
down their clubtopsail and in its place set a work- 
ing one. 

The wind blew on an average of 1 5 knots, with 
many heavy flaws. The sea was sharp, quick and 
snappy, with the tide running out two hours, and 
against a head sea this made the work of the boats 
all the harder. White caps could be seen every- 
where, and they rose and fell on the crests of the 
waves in tumble-down order. One could not be 
quiet if he wanted to, for the sea tossed the steam 
and sailing yachts about, and then the picture kept 
all those who saw it on edge every second. 



The race was under the auspices of the Newport 
Yacht Racing Association, whose members are to 
be congratulated on the success of their first series 
held since their incorporation a few months ago. 
The New York Yacht Club shut out the Inde- 
pendence, but the Newport club, also composed of 
New Yorkers, let her in, and thereby solved one 
of the ugliest questions that ever came up in yacht- 
ing. 

In all shades of wind, from light to strong 
breezes, and in mirror-surfaced to steep seas, the 
Independence has steadily advanced in all round go- 
ing, and had she some more events ahead, she 
would make a closer fit with the other 90-footers 
and add to the interest in the racing. 

Though today's event was a regatta, it was 
practically a match between the Columbia and the 
Independence. The Elmina, schooner, raced against 
the Quissetta, schooner, and the yawl trio, Ailsa, 
Vigilant and Navahoe, with three of the British 
65 raters, raced in a bunch. 

It goes without saying that there was some feel- 
ing over the race between the Independence and the 
Columbia. The permanent residents here, with few 
exceptions, are for the Boston boat. Ask them 
why, and they will tell you : " Oughtn't to have 
shut her out." Then, too, both skippers wanted 
the honor of winning in the conditions, and this 
feeling extended to the crews. 

The Columbia was out about the line in good 
time, and the conditions were those in which she 
has made her best history. Charlie Barr had the 
wheel, and over lower sails had set a small club- 
topsail, the spars of which just extended beyond the 
gaff and topmast. The Independence had her big 
clubtopsail on going out to the line, but this gave 
way to the working one, and thus the pair were 
canvased alike, with the Independence having the 
greater total area. 

On board the Lawson boat were the clever 
trio of Boston yachtsmen. Dr. John Bryant, mana- 
ger in charge ; the Hon. Chas. Francis Adams, 2d, 
and Mr. C. H. W. Foster, all worthy of 90-foot 
work. "Old Man" Haff had the wheel, and 
was himself from whistle to whistle. Alert for his 
years as the best of them, keen in his judgment, 



clever in his touch of helm, he sailed the race of 
his life. 

Charlie Barr never got such a blocking as Haff 
gave him today. Haff forced him to weather just 
10 seconds before the whistle and away from the 
line and under the stern of the committee's boat, 
while Haff took the Independence in the lead 
seconds to the good and with his wind clear. 



[356 ] 



The start was booked for 1 1 o'clock. At this 
time the conditions were excellent, and the wind was 
taking on all the while and making clear that the 
race to weather would be sailed in fast time. The 
steam-yacht Nourmahal set course signals indicating 
a triangular course of 10 miles to each leg. 

Out at the line were a number of steam-yachts, 
including the Dreamer, the Tuscarora, the Narada 
and the Electra, besides others, all having distin- 
guished parties on board. Mr. Lawson was on the 
Dreamer with his family, and none of them took 
their eyes off the racers for a minute after the yachts 
had scored. 

As they worked off and about the line, it could 
be seen that the Columbia stood up to her canvas 
better than did the Independence. The latter time 
after time rolled out to a big angle of heel ; her lee 
deck was immersed in solid water in the puffs, and, 
as she madly drove through sea after sea, it was 
with a roar and rush, through a wild smother of 
foam which began at the bow, swept along the deck 
and rolled off the taffrail, suds white, a lather of 
foam. 

With the preparatory whistle sounding at 1 1 :20, 
and the yachts then under the rules, Barr, coming 
in from off-shore, with sheets off, headed for the 
Independence. Haff sailed away in toward Beaver 
Tail light. Neither had jibtopsail on, and none 
was carried to the weather mark. 

After holding well over to the Beaver Tail light, 
Haff jibed his ship, and, after taking in sheets, 
hauled her on the port tack and held along by Bea- 
ver Tail in the direction of the entrance to Newport 
harbor. Soon afterward he flung her about on the 
starboard tack, and then held off for the line. 

The Columbia drove down on her, and when 
close aboard Barr wore her and soon had her on the 
weather quarter of the Independence. Haff then 
broke and filled away, and both, on cross tacks, held 
for the line. Barr sailed along by the committee's 
boat. Meanwhile Haff, with the Independence 
sharp by the wind, started to cross. Both looked 
to be " over soon." 

A minute away from the send-away whistle the 
Independence, on the starboard tack, sharp by the 
wind, with a fine move on, shot ahead for the scor- 
ing. The Columbia was then on her weather, and, 
with sheets lifted, Barr, as usual, drove down on the 
Independence, and this time missed it in two ways. 
He violated racing rules by fouling the Independence 
when she was sharp by the wind, while sheets were 
lifted on the Columbia — for which act the latter 
should have been disqualified — and then Haff, after 
the collision, blocked him so nicely that the Colum- 
bia was almost carried over the line before the start- 
ing whistle. 

As Barr drove down on Haff the latter held his 
way, so that when the two boats met the end of the 
bowsprit of the Independence struck the centre of 
the mainsail of the Columbia, and then the foul 



APPENDIX 



occurred, with part of the Columbia's mainsail lying 
along the fore triangle of the Independence. The 
circumstances were quite liiie those in the Defender- 
Valkyrie race, for which fouling the latter was dis- 
qualified. 

Barr, in order to save his ship and get his wind 
clear, broke away and tacked under the stern of 
the committee's boat. Then he held on a piece, 
when, for the second time, he headed for the line 
and went over at the weather end, close under the 
steam-yacht Nourmahal. Ahead HafF had sent 
the Independence over well down to the leeward 
end. Both were on the starboard tack. 



All was life and motion, so fine was the picture. 
Rolled out to long angles, smashing and banging 
the sea as they were driven on, HafF and Barr were 
having it out. The Columbia had a list on, but 
it was not as bad as the Independence's, for the 
latter was on her uppers, staggering and raising as 
the puffs hit her and the wind let off. 

Once away, the pair began their greatest fight. 
The writer was on the bridge of the Electra, and 
saw every inch of the battle. It was the old story ; 
even in the breeze the Columbia looked a higher 
road, while the Independence, widened away, was 
forereaching her, but just enough to offset the lift- 
ing out to weather that the Columbia made. Haff 
gave his charge a hard full and sent her for all that 
was in her. On the other hand, Barr pinched the 
Columbia ; her jib was lifted often, and this against 
a head sea. 

The pair pounded hard. The Independence 
was not such a known quantity to Haff in the 
weather as was the Columbia to Barr, hence, so far 
as knowledge of balance and trim went, all was in 
favor of the Columbia. 

The latter held offshore on the first tack until 
11:33:30, when she was stayed inshore. The 
Independence tacked in 10 seconds later, and then 
both, on the port tack, stood in toward the Narra- 
gansett shore, in a sea a little abaft the beam with 
the ebb tide setting both almost broadside up to 
weather. 

On the way in, even in the quartering sea, the 
Columbia showed her weather going qualities and 
looked and fetched one-half point higher than the 
Independence. The latter, although Haff tried in 
every way known to him to stop her falling down 
from the Columbia, would not do it. The Inde- 
pendence slowly and steadily fell behind all the road 
in to Narragansett shore. At times she staggered 
badly under the heavy hits and rolled out so that 
solid water was well up to the centfe line of the 
deck. 

Haff was the first to break inshore, and this 
was a bit of a surprise, for the game has been to 
hold as far into the shore as is safe. The Inde- 
pendence stayed offshore at 11:46:30, against a 
growing, smashing head sea, conditions which 
slowed her down. 

Barr did not follow Haff, but held on seven 
minutes longer, and this in a beam sea, into 
smoother water, and a heavier draught of wind 
along the shore. This move on the part of the 
Columbia people stood the latter in good stead, 
because in the beam sea, smoother water and more 
wind she covered distance faster and wrouglit out 
many seconds to the good. 



Offshore Haff held the Independence against 
the "upper cut" head sea until 11:49:30, when 
she was headed in again. Less than 30 seconds 
later she was hit by the heaviest flaw of the day. 
It knocked her down, she staggered, then rallied, 
and soon had her " feet " again. Lying out almost 
on her beam ends, she struggled along, always at 
a great pace, seemingly none the worse for the 
" solar plexus " slammer. 



Barr held in until 11:53:20, when he sent the 
Columbia on an offshore board with right of way. 
The excitement, always great since the scoring, 
now was intense. The followers of the Inde- 
pendence said that if she could weather the Colum- 
bia in such a sea and wind, they would be in a 
position to throw out their chests and tell about the 
" fastest yacht " being shut out. On the other 
hand, the Columbia contingent wanted the Boston 
boat beaten, and badly, too, so that no such matter 
would come up for discussion. Add to this a sub- 
dued feeling of "doing each other up," and one 
had the principal reason why all onlookers were on 
edge as the pair neared each other on cross tacks. 

So fast had the racers gone since the start that 
slow steam-yachts and tugs were left behind, and 
with the racers now in the mist all except those on 
the faster steam-yachts were in doubt as to the 
positions of the yachts. 

The Columbia, sleek and clean, cutting out a 
lo-knot pace going through the water to weather, 
held up for every inch that she could pinch out, 
closed in on the Independence. As the seconds 
ran off they neared each other, and just at 1 1 :S4:3S 
the Columbia crossed the bow of the Independence, 
fully two minutes to the good and in pride of place. 

Then the Columbia followers gave way to their 
pent-up feelings. Sober faces took on smiles, 
cheers went up and hearty handshakes were ex- 
changed. 

With the Independence crossed and the Columbia 
berthed safely in the lead, the pair held off shore 
against the big tumbling head sea. The Columbia 
took to it better than did the Independence, for the 
latter pounded and banged from sea to sea, knock- 
ing and throwing the spray on all sides and high 
in the air. 

The fight kept on without let-up. Do not think 
Columbia did not pound and hit it hard. She (lid, 
but without as much of the battering ram blow 
about it as the Independence showed. The spray 
flew from under the Columbia's bow, but it was 
spray, and not big chunks, as came from under the 
Independence. 

The fight kept on without let-up. No matter 
on which tack, whether, against a head or in a 
beam sea, the Columbia steadily edged out on the 
Independence, and after Point Judith was passed she 
both forereached and outfooted her. Out clear of 
Judith the pair fell in with a west-going tide, which 
set them to leeward, with just a let-up in the sea 
and wind. Several short tacks were made, tlie 
Columbia always pulling out in going into and com- 
ing out of stays. 

One thing was especially noticeable in the sailing 
of the pair, and tiiat was in the way they acted 
after filling away when going out of stays. The 
Columbia, with her nicer balance and lier general 
all-around going, well known to Barr, when slie 



[ 357] 



APPENDIX 



tacked and was hauled by the wind looked where 
Barr sent her. On the other hand, every time the 
attempt was made to haul the Independence by the 
wind, she wound off, fell away ; and, let HafF do 
what he would, he could not hold her up for sec- 
onds after she got going. Weighing this falling off 
on every tack, and considering that the Independ- 
ence had to make more tacks to get the weather 
mark than did the Columbia, there are some reasons 
why the Columbia made her gains on the windward 
leg. She looked higher by half a point, she held 
headway when going out of stays, she made fewer 
tacks, and was easier in the seaway. 



The Columbia wound around the weather mark, 
four miles to the north and east of the centre of 
Block Island, and instantly the main boom was 
eased away to port, and with it out broke the in- 
termediate jibtopsail on the stay. She rounded at 
12:42:30; and the Independence at 12:45:20. 
In sharp order the latter' s boom was eased off to 
port and the intermediate jibtopsail set ; the latter 
was of about the same size as the Columbia's. 

In the troughs and hollows of the beam sea, the 
pair reached for the second mark at roaring speed. 
The jib and the staysail on the Columbia looked to 
be larger than those on the Independence, and the 
sheets were well lifted and all the canvas was doing 
its work. The Columbia's tender, the steamer 
Park City, had started ahead to be a guide for steer- 
ing the Columbia. She was too slow, however, for 
the Columbia passed her half over the leg, although 
everything was wide open on the tender. Owner 
Lawson, too, on the Dreamer, astern, had a race 
with the Independence, but the slick looking steam- 
yacht was beaten out by the sloop. 

As the 90-footers rolled off mile after mile, the 
pull out was all in favor of the Lawson boat, at the 
rate of eight seconds a knot, a clever gaining on 
such a clever reacher as the Columbia. 

The wind at the five-mile point of the leg took 
on the best of the day. Before the start many 
predicted breakdowns, and surely the conditions 
warranted the suspicion. None came, however. 

The Independence sailed as never before, and 
jumped from sea to sea nearer to the Columbia yard 
by yard. The gain was perceptible, so much so 
that, when the time of rounding was taken, the 
gain in 10 knots, with booms well off to port, was 
in favor of the Independence hy im. 3Ss., and this 
in even conditions and where the Lawson boat did 
the worse roll act of the two. 

With two legs on the race finished in a weather- 
bow sea, both, on an easy fetch, started on the 
port tack for the finish. 

The writer has seen many races, but never such 
a performance as that shown by the Independence. 
Her wild lee helm lost her the lead on the way in. 
She got wild, and ran off her helm three times, 
and so much so that it looked as if she might jibe. 
Haff slacked her away to get the jibtopsail in, doing 
this to take the weight of the wind off that sail. 

To onlookers it looked as if the Independence 
had the " bit " in her mouth and had taken control, 
so wide did she run off. This, of course, put her 
back, and add to it the fact that she was eased to 
set up the backstay, and one can see why she did 
not go at her best in the conditions. The main- 
sail, also, settled at the head, and, lest anything 

[ 358 ] 



might carry away, no attempt was made to hoist it ; 
the masthead was springing, and it would have 
been a mistake to put any more strain on it. The 
gaff, also, buckled, and this threw the draught of 
the mainsail forward. 

Notwithstanding her wildness, sailing a wider 
course, running off almost to the jibing point, the 
Independence made up in the latter part of the last 
leg almost all of what she lost in the first part, 
under conditions such as no other skipper ever met 
before. Capt. Haff so nursed and steadied her that 
with all her faults he drove her fast enough after 
the Columbia to make the latter's followers shiver, 
and when the screeching of the whistle told the 
story that both had crossed the finish line, the 
Columbia had beaten the Boston boat 37 seconds 
on the last leg of the race. 

The sight as they crossed the line was grand. 
Both were in a smother of foam, and going at a 
14-knot pace. The Columbia, rolled out, had 
solid water on deck, and the spray swept over her 
bow and along the deck. 

The Independence presented a wilder look. 
Beginning at her whiskers, she took on the lee 
bow wave and sea in tons ; the water was carried 
along deck and swept over her taffrail in waterfall 
style, with a roar and a rush never seen before in 
any race. She had a tremendous move on. So 
grand was her performance that she silenced all 
opposition, and she, and not the Columbia, received 
the more generous salute, in which every one of 
every shade of yachting opinion joined heartily. 
The salutes which she received were deserved, and 
her performance raised the query, " What would 
a well turned boat of the scow type do ? " 

To-night the Independence is greater than 
before, and all interested in yachting are indebted to 
the Newport Yacht Racing Association for bringing 
about the races, and the grand finale of today was 
a closing triumph to its labors, 

Mr. Lawson left for home to-night. Before 
leaving he said that the Independence's perform- 
ance to-day evened up all that he had spent on her. 
Still, the Independence was designed two years after 
the Columbia, and she was supposed to beat her. 
The Columbia has won every race the pair started in. 

Capt. Haff said to-night : " I don't want to 
make any excuses for the Independence, but the 
facts are that, when our boat was heeled out, the 
compass did not work right and we were heading a 
course three points off what we should have sailed, 
and this during the first part of the last leg." 

The following is the summary of the race ; 



c 


;lass g 


i. SLOOPS. 




Name 


start 


Elapsed 
Finish Time 


Corrected 

Time 


Columbia 
Independence 


H. M. s. 
11.25.00 
11.25.00 


H. M. S. H. M. S. 
2.16.48 2.51.48 
2.17.28 2.52.28 


H. M. S. 

2.51.17 
2.52.28 



Columbia beat Independence 40 s. elapsed time, 
and I m. 1 1 s. corrected time. 

It is safe to say that no crew ever showed more 
pluck and courage than that of the Independence. 
Without a win, beaten very badly in some races, 
still they have that same dogged courage that has 
been theirs since the beginning, and on the streets 
to-night they all said : " We 've got the fastest 
vessel." 



APPENDIX 



From the New York World, August 4th, 1901. 




John R, Spears Says That 
Two Mistakes in Seaman- 
ship Keep the Boston 
''Scow" from Beating the 
Herreshoff Beauty in a 
Fierce Tussle. 



COLUIVIBIA FINISHES 
40 SECONDS AHEAD. 



At the Start the Old Cup Defender 
Fouled Independence, and Had 
Lawson Claimed His Rights the 
Race Would Have Been His. 



BY JOHN R, SPEARS, 

Hlstorl&n of Our Natt and Th« World's Yacht* 
log Expert. 

NEWPORT, Aug. 3. —Rarely if ever have 
the old yachtsmen now at Newport seen a more 
stirring race than that between the old cup defender 
Columbia and Mr. Lawson's Independence, off this 
port to-day, and never in all their experience did 
they see a ninety-footer lie down to her work as 
did the Boston boat when on the last leg of the 
triangle. 

It was fairly enough to make the oldest bar- 
nacle in the fleet gasp, for when the wind caught 
her abeam the crew were literally obliged to cling 
fast to whatever was in reach to keep clear of the 
flood of solid water that surged up over her deck to 
the mast coat. 

And for another hair-lifting event, Barr 
elammed Columbia down on Independence just 



at the start, fouled her and all but took the mast 
out of her, but Lawson was too good a sportsman to 
protest the foul. 

It was a piping breeze, a genuine half-gale from 
the start, and that was just what both yachts were 
built for, and the result was a splendid exhibition of 
speed, a thorough search for defects, and a test 
of the relative merits of the two that was, curiously 
enough, satisfactory to the friends of both boats. 

COLUMBIA'S NARROW ESCAPE. 

Columbia won by forty seconds, official time, 
not counting her time allowance. With that added 
she was one minute and eleven seconds to the good 
in official time. Further than that, if the difl^erence 
in time in crossing the line were considered, as in an 
international race, then Columbia must have thirty 
seconds more added to her gain. 

On the bare figures as taken at the different 
marks. Independence showed herself to much better 
advantage than in any previous race. It is certain 
that she has been improved by the recent work upon 
her. It is also certain that she was not in as good 
sailing trim as she might be by a margin of enough 
time to wipe out her defeat. 

Nor is that all, for there were at least two errors 
in handling Independence, either of which accounts 
for more than the forty seconds between the two 
vessels at the finish. 

SETTING THE COURSE. 

The regatta committee at about 10.40 set sig- 
nals announcing that the first leg of the course 
would be ten miles long southwest by south, or 
within one point of the wind that was then south- 
southwest. The second leg was laid east ten 
miles, and the third ten miles north-northwest to 
the starting point at the Brenton Reef lightship. 
For some unexplained reason the race, which should 
have started at 1 1 o'clock, was postponed, but at 
1 1. 1 5 o'clock the warning whistle was blown, 
which notified the big racers that they were to go 
at 11.25. 

The Columbia at this time was away off at the 
southeast of the line and the Independence over 
toward the Beaver Tail light. Both were ready 
for the fight, and Columbia made the pace by 
reaching over to Independence and swooped 
around on the weather bow of the Boston boat. 

Columbia's speed was great, and as she rounded 
to she spilled the wind from her big mainsail into 
the sails of the Independence to deaden her head- 
way. Both had been heading westward on port 
tack. 

At that both came to the wind and Independ- 
ence turned to the starboard tack, while the Colum- 
bia went off on the port again. But Columbia 
soon turned to the starboard tack and then both 
reached back toward the starting line. 

It was then 11.32.30 o'clock or 2| minutes 
before the starting signal was to be given, and a 
minute later it appeared that they would reach the 
flagship, the Nourmahal, ahead of time. 

To understand what happened next the reader 
must recall that under the rule of the road Columbia 
had to keep clear of the Independence. 

But when Rarr saw that he w.ts ahead of time 
he put up his helm and swooped down on Inde- 



[ 359 ] 



APPENDIX 



pendence, intending apparently to gain time by 
lengthening his route and then to turn up to the 
line, spill his wind on the Independence, deaden 
her headway and then go on triumphant. 

It was precisely the trick which Lord Dun- 
raven tried with Valkyrie III. in the race with 
Defender off Sandy Hook, and, like Dunraven, 
Capt. Barr swooped too far. For when he put 
his helm down to turn toward the line he was 
so close to Independence that the end of Colum- 
bia's boom barely missed the shrouds of Independ- 
ence, and then scraped along both head sails. 

INEXCUSABLE FOUL 

It was an inexcusable foul, and the rule says 
that a yacht so fouling another shall be disqualified. 
By that folly Columbia gave the race to Independ- 
ence, but Mr. Lawson, who was near at hand on 
the Dreamer, was too good a sportsman to take 
advantage of his legal rights. Independence had 
been thrown slightly out of her course, she held on 
parallel with the line, waiting for the starting 
signal. 

For some reason this signal was delayed beyond 
the moment, greatly to the disadvantage of Inde- 
pendence, for she was heading for the lee end of 
the line, and every second was of great value. 

Just short of the lightship (the lee end of the 
line) Independence turned up and crossed, and the 
committee sounded the signal as her bowspirit 
reached the line. 

Columbia at this time was turning on her heel 
just west of the flagship. She was quickly around 
and reached the line but thirty seconds behind Inde- 
pendence, as timed by the reporters. They were 
then both a\vay at a smoking speed, on the star- 
board tack, which was taking them out to sea. 

What the schooners did no one saw, and what 
befell the yawls was noted rarely thereafter. For 
now the old Herreshoff boat and the Boston boat 
were in a fight in wind and weather that was a joy 
to both skippers. The Columbia was heeled with 
gunwale to the waters, the Independence with lee 
rail clear down out of sight. The waves swept in 
over her lee bow and went breaking along aft, 
as waves break along a sandy beach, and finally 
spilled out in a pouring torrent over the taffrail. 
The lee shrouds and the back stays cut spurting 
sprays from the water that were thrown four feet 
into the air, while a wave that, now and again 
smashed itself to windward threw the water thirty 
feet above the deck. She was crashing along like 
an aquatic avalanche, so to speak. It was glorious 
sport for the spectators on dry steamers, but some- 
what moist for the seamen. 

It was also depressing for them mentally, for 
within ten minutes after the crossing, Columbia 
steadily, if slowly, worked out ahead. 

Instead of standing out to sea in one long board, 
as on Thursday, they worked to and fro until 11.56, 
when Columbia crossed the bow of the Boston boat 
with ample room to spare, and the first leg was 
won by the Bristol beauty. 

Down off Point Judith Independence did for a 
time catch up some of her precious loss, but that 
gain was thrown away, at least so it seemed, for at 



12.37 o'clock, with the first mark in plain view, 
and both boats to leeward of the mark, Capt. Haff 
filled away and went flying off to leeward of 
Columbia. 

They were both then on the starboard tack. 
At 12.38 both went to the port tack, and Haff 
still sailed her a point fi-ee. In consequence the 
distance between the two boats was soon doubled, if 
the reporters could see all right. 

As timed by the reporters the yachts reached 
the first mark thus: Columbia, 12.42.30; Inde- 
pendence, 12.45.20. Columbia gained 2 minutes 
50 seconds in beating ten miles against a twenty- 
knot wind. 

In the second leg the wind was well off the 
starboard quarter. Both yachts set reaching jib-top- 
sails of a medium size. During this leg the wind 
rose to a speed estimated at fi-om twenty-two to 
twenty-five knots by different experienced observers. 
The sea was in a splendid tumble and the firoth of 
the white caps stretched out in lines of white across 
green water, and the harder it blew the more Inde- 
pendence gained on Columbia. The time, as taken 
by the reporters at the second mark, was : Columbia, 
1.30.00; Independence, 1. 31. 1 5. Independence 
was but I minute 1 5 seconds behind and had gained 
I minute and 35 seconds. 

Having jibed around the second mark, Colum- 
bia, with no jib-topsail, headed on the course with 
the wind abeam. To the astonishment of all. Inde- 
pendence came around with her medium jib-topsail 
up and straightway she heeled over until her mast 
was considerably below an angle of forty-five degrees 
with the horizon. No old salt present had ever 
seen a 90-footer heel like that. The water swashed 
up alee to the mast, and the crew clung to the 
weather rail, or whatever was at hand, literally for 
life. 

But that was not all. The yacht simply took 
charge of herself and went yawing off as if bound 
for West Island.* After a little she came up and 
luffed until her jib-topsail was flapping, then she 
yawed off again and came to again. She was 
simply slashing around over the whole Atlantic 
Ocean. For a while Columbia followed her 
motions somewhat, as if to keep in ahead of her, 
but eventually straightened out for home. Inde- 
pendence after five minutes or so stopped yawing, 
but was then seen to be heading well off the course 
of Columbia. 

Then the jib-topsail on the Independence was 
lowered, only to be set again after a few minutes. 
Thereafter she soon headed up in true course for 
home, and at 1.56.30 took down her jib-topsail. 
During all this time she had, at worst, held her 
own, and when relieved of the jib-topsail she 
steadily gained, although Columbia, meantime, had 
set a windward jib-topsail at 1.44 o'clock. 

The official time at the finish was : Columbia, 
2.16.48; Independence, 2.17.28. Columbia by 
official time finished 40 seconds ahead, but Inde- 
pendence had gained 35 seconds. 

Mr. Lawson was seen when he landed after the 
race. He had followed Independence on the 
Dreamer. He said: " The race to-day has fully 
recompensed me for building the Independence. 1 



* The error in Independence's compass, which was the writer of this article when the above was written. See 
responsihle chiefly for this running olf, was unknown to page 1^6. 



[ 360 ] 



APPENDIX 



would have been willing to build two such yachts 
for the pleasure I got out of to-day's race." 

He added that he had made no plans for the 
future, but that he should race Independence when- 
ever he could get the chance. When he was asked 
about the story ( printed twice in a New York paper ) 
that he had offered ^100,000 to his crew if the 
Independence should win, he replied : " That was a 
malicious lie, and I cannot see what the object of 
the man who wrote it was." 

The summary : 

90-FOOT SLOOPS — CLASS G. 

Elapsed Corrected 
Name Start Finish Time Time 

H. M. S. H. M. S. H. M. S. H. M. S. 

Independence 11.25.00 1.17.18 1.51.28 1.5218 

Columbia 11. 25.00 2.16.48 2.51.48 2.51. 17 

90-FOOT YAWLS — CLASS G. 

Vigilant Ii.jo.oo 2.44.2} 3.14.2} J. 14 23 

Navahoe Ii.}o.oo 2.45. }6 3.i5.}6 3.14.54 

Ailsa 11.30.00 2.40.26 3.10.26 3.09.01 

65-FOOT CUTTERS — CLASS I. 

Hester 11.45.00 3.42.46 3.57.46 3.57.46 

Senta 11.45.00 3.53.54 4.08.54 4.00.38 

Isolde 11.45.00 3.47.01 4.01.01 3.53.08 

75-FOOT SCHOONERS — CLASS D. 



Quicsetta 
Elmina 



11.40.00 3.43.06 4.03.06 4.03.06 
11.40.00 3.38.22 3.58.22 3.58.02 



GENERAL PAINE'S 
OPINION 

A. G, McVey in the North Shore, June, 1 901. 

" He knew before he started that unless the 
Independence was given over to a member of the 
New York Yacht Club his yacht would not be 
entitled to start in the trial races." 

The above is the text of those who blame Mr. 
Lawson for going ahead with the building of a yacht 
to defend the cup, when, it is claimed, he knew 
in advance, that the club's doors were shut against 
his entry in the trial races. 

This is the argument of those who for personal 
reasons have wished for, and wanted his yacht 
barred out, and who are now pleased that this has 
practically been done. Un-American in thought, 
in wish and desire. 

Have those who believe in the text any grounds 
whatever to rest their case on .? None, for the con- 
trary is the positive fact. The owner of the In- 
dependence was informed of what General Paine 
told me before the contract was let out, that he had 
the right. The best posted American yachtsman 
told me in his own home, in answer to my query, 
in the following specific language : 

"Any yacht or vessel built in the country of 
the club holding the cup, if within the terms of the 
agreement between the parties to the match, has a 
right to be considered among the vessels built for 
the defence of the cup. She may not be a yacht ; 
a Rockport sloop may defciul it if slie comes wil bin 



the agreement, and there is nothing in the deed of 
gift which says that a man who builds, or has one, 
need be a member of any club." 

This is the statement General Paine made tome, 
and I in turn told it to Mr. Lawson. 

What better opinion could any man ask for, and, 
from the time he told me the above. General Paine 
has never changed his opinion. He holds to it 
now ; in fact, word for word, he repeated it to me 
only a few days ago. 

Is any explanation now needed on the state- 
ment, that Mr. Lawson started on uncertain 
ground } 

Did he not have the best authority in this country 
to proceed on, on the question as to his right to 
build a yacht to defend the cup, even if not a mem- 
ber of any club .? At the inception of the building 
there was no thought on the subject " barring out." 

What has the present America's cup committee 
done toward successfiilly defending the cup. They 
have deliberately treated the opinion of one who has 
thrice successfully defended the cup, been chairman 
of the America's cup committee, also a member of 
it, almost with contempt, for it is a matter of public 
knowledge that General Paine thinks that a wrong 
has been done in the matter now uppermost in the 
public mind. 

Was it not the committee's duty, if for no 
other reason than as an act of courtesy, to make in- 
quiry by letter asking General Paine's views, espe- 
cially when the members must have known that 
Mr. Lawson placed all confidence and faith in our 
beloved yachtsman's opinion and judgment on a 
matter which has caused him a large expenditure of 
money. 

What can be said of the conclusions of a com- 
mittee who give no heed to the judgment of one of 
the club's best members, especially when they act 
against all the precedents and the customs of the 
club, by throwing out a yacht which one man, 
single handed, built for the purposes of defending 
the cup. I know many of the members of the 
New York Yacht Club well, and strongly dissent 
from the flippant statement now so commonly used, 
" they 're a set of cads and snobs." 

They are quite the opposite of this, for a more 
democratic, generous, whole-souled lot of men it 
would be hard to find. I fully agree with General 
Paine and consider his opinion superior to that of 
any committee which the club could possibly appoint, 
because he was one of the parties who made the 
deed, was in frequent consultation with the late 
George L. Schuyler, who gave the club the cup, 
hence, their frequent conferences when the latest trust 
deed was written have given General Paine a better 
idea of what the donor wanted and desired than 
anyone else. 

There has been too much law, too much tech- 
nicality, and too much personal prejudice in the 
matter, and the committee, instead of doing their 
duty in accord with the terms of the trust deed 
which the club bound itself to follow, has drifted 
away from the language of the deed. 

The committee seems now to be actuated more 
with the desire to beat Lawson than it is to be.it 
Shamrock II. 

Construing tlie terms of the deed liberally is 
manly, generous, and sportsmanlike, and such de- 
cisions are in line with the work of successfully 



561 J 



APPENDIX 



defending the cup. Opinions wholly at variance 
with the views of all former cup committees are set 
up for the first time in America's cup history, and this 
by men a majority of whom are better posted in 
steam than they are in sailing yachts. 

It is my opinion that the members of the New 
York Yacht Club do not fiilly understand the situation. 
Never before has any cup committee held the 
views of the present one. The latter, instead of 
following precedents, has deliberately set them aside ; 
and this they hold to be the best way and means of 
successfully defending the cup. 

The members can hardly justify the act, — shut- 
ting out a yacht built at great expense, after the en- 
dorsement and the opinion of General Paine had 
been ascertained prior to starting the worlt. 

The present committee seem to have a purpose 
of avoiding their duty as defined by the deed, and 
thus far they have refiised to obey its terms. 

General Paine today says their decision is wrong, 
and so do all those who believe that the committee's 
duty, above all other considerations, is to find the 
fastest American yacht, and thus defend the cup 
with the best tools possible. 

The idea that a yacht must be enrolled in the 
New York Yacht Club, so that the committee may 
have full control and fiill power over her, is childish, 
since the America's cup committee has full power 
to select such yacht as they please without appeal. 

It is the argument of a child, viz : " An owner 
might violate the rules, and if he was not in the 
club he could not be disciplined." 

Does any reasonable man for one moment be- 
lieve that there is a man the world over so silly as to 
invest a fortune in building a yacht with a view of 
defending the cup, and then have her thrown out 
on a violation of the racing rules ? 

The members of the New York Yacht Club are 
too sensible to give any such a proposition any seri- 
ous thought, and the wonder is that the present 
American cup committee does. 

Still, to be consistent with their present action, 
decisions which no other committees have ever 
made are now in order. As between General Paine 
and the committee, the former stands out on the 
broad ground — " the fastest American yacht should 
defend ; " " the duty of finding her out is an obli- 
gation assumed by the club when it took the Amer- 
ca's cup in trust. " Technical decisions at variance 
with all former ones, those narrow in conclusion and 
spirit, should give way to those which are in the in- 
terest of success and the advancement of the sport. 

The principle involved is well worth fighting 
for. 



The DEED ILLEGAL 

Forest and Stream of July yth, 1892, contained 
the following on the legality of the deed of gift, 
from the pen of Stinson Jarvis, Esqr. , of New 
York, a lawyer, an authority on the legal phases 
of the question dealt with, and a writer on yachting 
whose views are notably conservative and sound: 

" If the reader reperuses the conditions of the 
first conveyance of 1857 he will see that ' it is dis- 
tinctly understood that the cup is to be the property 
of any club whose representative yacht shall win it ; 



[ 362 ] 



and also ' that the condition of keeping it open to be 
sailed for by yacht clubs of all foreign countries 
shall forever attach to it, thus making it perpetually 
a challenge cup for friendly competition between 
foreign countries.' Here it will be seen that a dis- 
tinct trust was created in fevor of all yacht clubs 
whose representative yachts should either compete 
for or win the cup; that the cup should be ' the 
property ' (in trust, of course) of such clubs, ' which 
shall always be entitled * * * to claim the right 
of sailing a match for this cup ; ' and that the only 
ways in which the New York or any other yacht 
club could deal with the cup were to observe the 
conditions which should forever attach to it, keep it 
perpetually open to challenge, and hand it over to 
the club whose yacht should win. 

" In the face of this unmistakably clear language 
in the creation of the trust, the officers of the New 
York Yacht Club twice handed the cup over (as 
is said) to a man who legally had nothing to do 
with it, and on each occasion took back alleged con- 
veyances fi-om a man who had nothing to convey, 
because nothing had been conveyed to him. Mr. 
Schuyler, together with the other owners, parted 
forever with all their title in the cup in creating a 
trust in favor of certain institutions. The impor- 
tant benefits passing to the beneficiaries under this 
trust gift immediately attached as of right to all of 
them, and could net be revoked or altered by ar- 
rangements between Mr. Schuyler and the present 
and merely temporary trustees. Mr. Schuyler's 
former intimacy with the matter, as one of the 
donors, seems to have blinded everybody's eyes to 
the fact that after the first conveyance he was, 
legally, a complete stranger to the cup ; and also 
that the trusts and conditions first made cannot be 
interfered with. 

" Surely it must be clear to all that the New 
York Yacht Club could not possibly convey to Mr. 
Schuyler an ownership in the cup ivhich it did not 
itself possess, and that consequently his alleged con- 
veyances to the club should never have been made. 
The New York Yacht Club is a conduit-pipe to 
lead the cup to another conduit- pipe which will 
lead it to another ; and so on into the future. 
Even if Mr. Schuyler had actually paid the full 
hundred guineas for a conveyance to him from the 
club, he could gain no particle of ownership in 
the cup, as against the beneficiaries, and he took 
the same with full notice of the trusts attaching to it. 
******** 
" If, then, the club had no power to reconvey, 
where did Mr. Schuyler receive his ability to make 
the so-called deeds now in question ? If anyone 
could be so absurd as to claim that any property in 
the cup remained in him after the first conveyance 
to the club, made by all the original donors, this 
would be to admit that the legal representatives of 
the four other deceased donors were now entitled to 
a four-fifths share of the same remnants of owner- 
ship as his. A member of the club suggested to the 
writer that perhaps these legal representatives ought 
to have been also dealt with in the transactions with 
Mr. Schuyler. This is a mistaken idea which 
many possess. These representatives and Mr. 
Schuyler were, at the time of the last transactions, 
total strangers to the cup, legally speaking, who 
never, by any imaginable means, except, perhaps, 
an act of Congress, could hold ownership again." 



APPENDIX 



THE VOICE OF THE PRESS ON THE 



(( 



INDEPENDENCE EPISODE" 



From the New York World May 19th, 1901 : 
UNSPORTSMANLIKE, UN-AMERICAN. 

In the controversy between Mr. Lawson, the 
owner of the yacht Independence, and the New 
York Yacht Club the sympathies of the public are 
instinctively with Mr. Lawson. The public rea- 
sons that, whatever the technicalities. Sir Thomas 
Lipton's challenge is to all America ; that the New 
York Yacht Club is custodian of the America's 
cup for the yachtsmen of America ; that its sole de- 
sire should be to send against the British challenger 
the best yacht which America can build ; that Mr. 
Lawson, of Boston, is right in refusing to sail his 
candidate. Independence, under the flag of the New 
York Yacht Club, since he is not a member of it, 
and does not wish Boston to be deprived of any 
glory which might come through Independence. 

Let us see how the facts are related to the pub- 
lic instinct. 

The yacht America was built by a syndicate 
headed by and inspired by John C. Stevens, the 
founder of the New York Yacht Club. The Amer- 
ica was not built by or under the auspices of the 
New York Yacht Club, and the famous cup she 
won on Aug. 2zd, 1851, came into possession of 
the New York Yacht Club only by deed of gift, 
dated July 8th, 1857. 

That original and only binding deed of gift was 
conceived and written in the true, the broad spirit. 
It simply provided for the sailing of the best obtain- 
able American yacht against any foreign aspirant for 
the cup. 

In that spirit the cup was defended twice, in 
1885 and again in 1886, by yachts flying the flag 
of the Eastern Yacht Club — the Puritan and the 
Mayflower; and in 1887 the cup-defender Volun- 
teer sailed as the joint representative of the Eastern 
and the New York Yacht Clubs. 

But in 1887 a new deed of gift was drawn up — 
a preposterous, illegal proceeding. This contained 
a clause most offensive to the democratic spirit of 
this country and of the original donors of the cup, 
who were the only persons having a right to fix 
conditions. The new condition made the Ameri- 
ca's cup not an American cup but a New York 
Yacht Club cup. This proceeding would find a 
parallel if at some future time the trustees of the 
Carnegie free public libraries should make a new 
deed of gift excluding every one from the libraries 
except the trustees themselves. 

Clearly, then, the public instinct is sound. Mr. 
Lawson is riglit ; and the New York Yacht Club 
is showing a spirit unworthy of this city, unsports- 
manlike, un-American. It is trying to make these 
races no longer international, but New York Yacht 
Club affairs. 

The alleged deed of gift of 1887 should be dis- 
regarded and the New York Yacht Club should re- 
turn to the only lawful and aportsnianlike deed of 
gift, that of 1857. Under this any and all Amcri- 



[ 363 ] 



can yachts could compete for the honor of defending 
the America's cup ; and the America's cup would 
continue to be regarded both at home and abroad as 
the American cup. 

From the New York World, May 21st, 1901 : 

AMERICA'S CUP BARRED TO 
AMERICANS. 

In order that his boat Independence may try for 
an opportunity to defend the America's cup Mr. 
Thomas Lawson, of Boston, agrees : 

That the New York York Yacht Club shall 
have absolute management and control of the 
yacht through committee or official. 

That the Independence shall sail under the 
club rules and regulations. 

That the club may fly over the boat its own 
colors or any colors it may choose. 

That in brief the club may enjoy every 
privilege except that of absolute ownership, which 
he refuses to give up. 

Mr. Lawson thus cheerfiilly makes greater con- 
cessions than ought to be asked of him. And to 
all of them the New York Yacht Club is indiffer- 
ent, standing obstinately by its altered deed of gift 
and its assumed monopoly of the cup. This atti- 
tude of the club is unsportsmanhke and unpopular. 
The longer it is maintained the stronger the sym- 
pathy of the people for Mr. Lawson and the wider 
the feeling against " New York's exclusiveness. " 

On the other side the cup event is recognized as 
being distinctly national. A British boat will race 
for British glory. The King himself is to witness a 
Shamrock trial. Here a sm.all body of yachting 
men insist on making the great race a club event, 
barring the nation at large. 

Do the members of the New York Yacht 
Club aspire to reputations as kill-sports .? 

From the Chicago, Ills., Gazette, May 20th, 1901 : 

CHILLING THE PATRIOTISM OF 
BUILDERS OF CUP DEFENDERS. 

It certainly must appear to one who has closely 
watched the course of recent events that Mr. Law- 
son, the copper magnate of Boston, has properly 
been punished for his presumption. Mr. Lawson 
attempted to forcibly and rudely intrude upon the 
pleasant pastimes of the New York Yacht Club. 

Apparently Mr. Lawson regards the interna- 
tional yacht races as really international. He does 
not know that in the opinion of members of the 
New York Yacht Club these races are of English 
challengers against the N. Y. Y. C. The rest of 
tlie country has no more interest in them than in 
the personal investments of members of the club. 

Mr. Lawson foolishly believed that it was the 
privilege, even the duty, ot a patriotic American 
citizen to do all in his power to assist in maintaining 
the sea supremacy of tlie United States by building 



APPENDIX 



fleet yachts to defend a cup gained many years ago 
and placed in the custody of the New York Yacht 
Club. He even went so far in defending this theory 
as to build a yacht, which will shortly be launched. 

He has learned by this time, however, that his 
action cannot be regarded as other than presump- 
tuous in the extreme. The defense of the Amer- 
ica's cup is intrusted solely to the New York Yacht 
Club, and members of that club would gladly see 
the cup pass into the hands of British or Irish 
yachtsmen rather than have it held on this side 
by some enthusiastic sportsman not affiliated with 
that organization. 

Mr. Lawson will not be so hasty in dealing 
with these hair-trigger masters of marine etiquette 
after this. He will pocket his enthusiasm and su- 
perfluous zeal, and be content to take his place with 
other spectators of events over which he can have 
no control. Should the new Shamrock win the 
cup, however, and after events demonstrate the 
superiority of the Lawson boat over that owned by 
Lipton, Mr. Lawson would have the satisfaction of 
knowing that he had won more than the blue rib- 
bon of the sea. The esteem of the people of this 
country would not be withheld from him 

Just what would be thought of the dog-in-man- 
ger policy of the N. Y. Y. C. cannot easily be 
predicted. 

From the Chicago, Ills., Tribune, Mayaist, 1901 . 

THE CUP RACE CONTROVERSY. 

Whether Independence will be allowed to prove 
Itself the worthier and make the final races with 



Mr. Lawson has done everything that could be 
expected of him. He has conceded that the New 
York club shall have absolute management and 
control of his boat, that it shall sail under the club's 
rules and regulations, that the club, pending the 
races, may fly its flag over Independence, but he 
absolutely refuses to give up his ownership of Inde- 
pendence, and every fair-minded person will justify 
him. 

From the Chicago Inter-Ocean, May 19th, 1901 : 

Events of the last few days indicate that the 
New York Yacht Club means to adhere to its 
determination to compel Mr. Lawson to sail his 
boat Independence under its colors and the pen- 
nant of some member of that institution or else 
deny him the right to sail in the trial races at all. 
This is the acme of snobbishness, or nearly so, and 
would give the impression that the America's cup 
is hereafter to be considered as under mortgage to 
the New York Yacht Club and not in any sense 
an international trophy to be sailed for and won by 
the man with the best boat. 

From the Chicago Inter-Ocean, May 21st, 1901 : 

The insinuations of the New York Yacht Club 
simply demonstrate the snobbishness of those making 
them. They are unsportsmanly, ungentlemanly, 
and un-American. They invite the inference that 
the New York Yacht Club is dominated by a set of 
cads. They indicate that that organization is think- 
ing of petty personal glory rather than of its coun- 
try's honor. They exhibit that hoggish spirit, that 

Shamrock II. depends entirely upon the spirit of dog-in-the-manger policy which has made so many 

fairness in the New York Yacht Club, and thus 

far the club has manifested neither fairness nor 

sportsmanlike courtesy in dealing with Mr. Lawson. 
The conditions imposed upon Mr. Lawson in 

order that he may enter Independence in the prelim- 
inary contests are such as no man of spirit would 

submit to. The position taken by the club is that 

his yacht must be transferred to it, and owned by 

some member of it, and fly its pennant, and that no 

yacht outside of the New York Yacht Club's fleet 

can be a defender of the cup. In other words, on this 

side of the water this race is to be purely a local and 

not an international one, though on the other side 

any yacht may challenge and seek to recover the 

trophy. 

The action of the New York club, if it shall 

be persisted in, absolutely bars Independence from 

participating in the trial or cup races. And, worse 

than this, the refusal is accompanied by the insulting 

suggestion that unless Independence is under the 

direction of a club member " we have no guarantee 

that the rules of yacht racing will be obeyed." It 

has taken this action in the face of the deed of gift, 

which says that " any yacht of a foreign country, 

etc., shall always be entitled to the right of sailing 

a match for the cup against any one yacht or vessel 

constructed in the country of the club holding the 

cup." As General Paine says: " There is nothing 

in the deed of gift which requires that a party build- 
ing a yacht to defend the cup need be a member of 

the New York Yacht Club." Any yacht or ves- 
sel, if falling within the terms of the agreement be- 
tween the clubs to the match, may sail in defence 

of the cup. 



[ 364] 



New Yorkers the objects of derision and contempt 
in other parts of the nation. 

If the New York Yacht Club shall persist in 
its course, if it shall insist upon excluding what 
might easily be the best yacht, and thus sacrifice 
victory to its own selfish desire for personal renown, 
its name will rightly become a by-word and a scoff- 
ing. The American people demand that our very 
best yacht be put forward to meet the British chal- 
lenger, and if the Shamrock wins they will never 
be convinced that victory was not thrown away by 
the New York Yacht Club. 

From the Philadelphia, Pa., Inquirer, May 20th, 
1901 : 

GIVE THE INDEPENDENCE A CHANCE. 

The whole question [of Independence's recog- 
nition] turns on whether Mr. Lawson will give 
his boat to a member of the New York Yacht 
Club, which, under the deed of gift:, claims ab- 
solutely that no one but one of its members can 
own a defender. Into the technicalities of this 
contention we do not care to go, but we do wish 
to call attention to the fact that Bostonians have 
defended the cup with success at a time when New 
Yorkers were not able to build good enough boats. 

Mr. Lawson is willing that a club committee 
shall sail the boat, but he takes the ground that 
he will not give up even the pro forma ownership 
of the boat which he has built at such great ex- 
pense, and this seems a reasonable proposition, as 
nothing but glory comes to the man who constructs 
a defender. Vicarious glory is at best rather un- 



APPENDIX 



eadsfying. The club says that it is bound by the 
letter of a document, which, if true, is all the 
worse for the document and it ought to be changed. 

Mr. Lawson has just made a proposition which 
we think will commend itself to all honest men. 
He says : 

" If within the next few days I definitely de- 
termine that the Independence cannot have any 
opportunity in the cup races, I will ask the owner 
of the Shamrock I and Shamrock II and the 
owners of the Columbia and Constitution to give 
the Independence a race after the America's cup 
match has been decided, and will agree to any terms 
or conditions, time or place which any reorganized 
American yacht club will decide to be fair, and as 
such race will not be confined to existing conditions 
I trust no insurmountable obstacle will prevent its 
consummation." 

Certainly no fairer proposition than this can be 
made and we trust that it will be accepted if the 
Independence is kept out of the trial races. The 
American spirit of fair play is too strong to be 
overthrown by the technicalities of a document 
which certainly is a human instrument and which 
was drawn in the interest of international sport 
on the highest basis and not for the purpose of 
keeping the cup here at all hazards. We would 
rather see the cup cross the water than remain 
here under the slightest suspicion of unfairness. 

From the Philadelphia North American, May 21st, 
1901 : 

Mr Lawson, builder of the Independence, proves 
himself a true sportsman and puts to shame the nar- 
row and would-be exclusive New York Yacht Club 
by offering to race his boat against all the craft built 
for the America's cup races at any time and upon 
any fair terms. 

The sport-loving public of America and England 
will approve Mr. Lawson' 3 proposal as heartily as 
they endorse his refusal to be a party to the subter- 
fiige of bogus ownership suggested by the self-appointed 
dictators of the America's cup competition. The 
public wants to know which is the fastest boat, and 
it does not care who owns her. Sir Thomas Lip- 
ton who has reason to know how small a swell 
yacht club can be, probably can be depended upon to 
meet Mr. Lawson's proposition in the right spirit. 

From the Boston yournal, May 20th, 1901 : 
THE INDEPENDENCE OUT? 

It is unfortunate that the successful launch of 
the great sloop Independence from the Atlantic 
Works Saturday evening should have been clouded 
by uncertainty whether the Boston champion will 
be allowed to defend the America's cup or, indeed, 
even to enter the trial races. 

Massachusetts yachtsmen have been reluctant to 
believe that tlie New York Yacht Club had actually 
chosen the narrow and inhospitable course of barring 
out the Independence merely because her owner 
holds no membership in the organization. But 
there is no longer any doubt that this is the official 
attitude of the club. It is all the more deplorable in 
that this is baaed upon a technical interpretation of 
New York Yacht Club rules, and that on tliis in- 
terpretation the club is by no means agreed. Gen, 



Charles J. Paine of Boston, who has three times 
successfully defended the America's cup against 
British challengers, is of the opinion that the club 
has no right to exclude Mr. Lawson and his Inde- 
pendence. 

Gen. Paine has long been a member of the New 
York Yacht Club, and is familiar with its regula- 
tions. Moreover, he was a member of the official 
committee acting for the New York Yacht Club 
which drew up the new deed of gift defining the 
exact conditions under which challenges may be 
received and cup races sailed. Gen. Paine declares 
that there is nothing in this deed of gift which re- 
quires that the owner of a yacht built to defend the 
cup should be a member of the New York Yacht 
Club. " Any yacht or vessel falling within the 
terms of the agreement," he says, "may sail in 
defence of the cup, and this means that she may 
compete in the races." 

Mr. Lawson could not well ask for a more 
powerful endorsement. Public sentiment is un- 
questionably with him. Millionaire sportsmen may 
say that it makes no difference whether he has 
spent one thousand or one hundred thousand dollars 
in his preparations to defend the cup, but that is not 
the way in which plain, everyday people will look at 
it. His treatment thus far by the New York Yacht 
Club is rasping to American notions of fair play. 

Some of the New York officials assert that Mr. 
Lawson has sent them rather tart communications. 
Perhaps he has. Almost any one would have done 
so under the circumstances. 

From the Baltimore, Md., American, May 20th, 
1901: 

SNOBBERY OF A YACHT CLUB. 

The controversy between the New York Yacht 
Club and Mr. Lawson, who on Saturday launched 
the Independence, does not reflect credit on the 
former. The club promises to publish the corres- 
pondence, which, it claims, will relieve it of criti- 
cism ; but the facts are known, and they will 
certainly create an unpleasant impression. The gist 
of the matter is that Mr. Lawson built the Independ- 
ence for a cup boat, and the New York club has 
refiised to allow a trial of the yacht unless he turns 
her over to a member of the club. As Mr. Lawson 
is a member of a rival yacht club he naturally 
declines to do anything of the sort. 

The claim of the New York club is that under 
the deed of gift of 1887 it is the only club which 
can defend the cup, but this deed of gift is not 
lawful. The cup was won by Mr. Stevens in 1851, 
and was not even turned over to the New York 
Yacht Club until 1857, the America, which won 
the famous cup, having been built by Mr. Stevens 
and his associates as a private venture. When the 
cup was handed over to the New York Yacht Club 
it was under a deed of gift which required the club 
to select the fastest American yacht, regardless of 
any club, to defend it, and, as a fact, it has been 
defended on two occasions by a club other than the 
New York, and on one by a boat which repre- 
sented two yacht clubs. The New York club had 
no more riglit to change the deed of gift tlian has a 
member to alter the charter of a company without 
the consent of the power which conferred the 
charter. 



[ 365 ] 



APPENDIX 



The object of Mr. Stevens, who went to Europe 
and won the cup, was to maintain the superiority 
of American yachts and yachtsmen, and not to 
encourage the snobbery of a particular yacht club. 
These races are events of some importance, because 
the American public is interested in them and re- 
gards them as international struggles. Take away 
the interest of the American public and they would 
be as flat as a dish, and if they are to be the ex- 
clusive diversion of one yacht club in New York the 
public interest will soon evaporate. The stand 
taken by the New York Yacht Club is rendered 
more inexcusable by the fact that of the five races 
run for this cup in recent years in three of them the 
boats which defended it did not belong to the New 
York Yacht Club. 

Mr. Lawson, of Boston, should understand that 
he cannot play in the Atlantic Ocean except by 
permission of the New York Yacht Club. 

From the Baltimore, Md., Star, May 21st, 1901 : 
RIVAL CUP DEFENDERS. 

Our difficulty is not, as in England, to find 
someone willing to incur the expense of building and 
maintaining a cup racer, but to choose from among 
several claimants for the honor of upholding the dig- 
nity and the prestige of the country as the construc- 
tor of the fastest sailing vessels afloat. While 
British yachtsmen were for years disturbed by the 
prospect of being unable to discover a personage dar- 
ing and liberal enough to pay out a large sum of 
money for the mere satisfaction of enabling England 
to assert her claims of supremacy, the custodians of 
the trophy actually have two yachts to choose from. 

A syndicate last winter placed a contract with 
the Herreshoffs for a new boat. This has been 
recently launched under the name of the Con- 
stitution. About the same time Mr. Lawson, a 
rich Bostonian, gave an order for a vessel of 
such dimensions as to place it in the Constitution 
class, he also being desirous to enter the contest. 
This craft was christened the Independence. Mr. 
Lawson asks for nothing more than to be allowed to 
enter his boat in competition, the fleetest yacht to be 
chosen as the cup defender. The New York syndi- 
cate, however, demurred to the proposition, contend- 
ing that the ownership of the defender must under all 
circumstances be vested in the club which holds the 
trophy. In other words, Mr. Lawson is to be shut 
out from participation in the speed trials, unless he 
consents to the transfer of the Independence to 
the New York Yacht Club. 

Evidently, the cup contests are viewed as a 
medium for advertising the greatness of New York, 
and seem to be regarded by the New York Yacht 
Club as a shrewd business speculation. 

From the Atlanta, Ga., Constitution, May a 1st, 
1901 : 

THE CUP DEFENDER. 

It has been popularly supposed that the defense 
of the America's cup was an international affair, but 
it seems that the New York Yacht Club arrogates 
to itself the sole right to meet the challenger. The 
New Yorkers regard themselves the virtual owners 
of the famous cup and not its custodians for the 
yachtsmen of America, as has been popularly sup- 



[ 366 ] 



posed ; and because Mr. Lawson is a member of a 
Boston club, his yacht is to be barred. 

In the controversy he has had with the officials 
of the club Mr. Lawson has met every condition 
save that he should transfer the ownership of 
his yacht to some member of the New York 
club. This is insisted upon by the New York 
autocrats, though for what reason, unless it is fear 
that the honor of furnishing the defender might go 
to Boston, it is impossible to see. Very naturally 
Mr. Lawson declines to make any such transfer. 
He has been inspired in building the Independence 
solely by the sportsmanlike desire to see that the cup 
has as its defender the best yacht this country can 
build ; if the New York yacht is proven in the pre- 
liminary trials to be the better, he will not com- 
plain ; but if his boat is the better one, he very 
naturally wants Boston to have the credit of furnish- 
ing it. 

From the Savannah, Ga., Express, May 24th, 
1901 : 

NEW YORK'S MONOPOLY. 

There is considerable dissatisfaction because the 
New York Yacht Club insists upon monopolizing 
the cup defenders. New York seems to imagine 
that she is the whole Atlantic coast and that she 
not only controls the business of the country, but 
must be the centre of all its sport. So far the New 
York Yacht Club has managed to enter boats that 
could successfully defend the America's cup, 
although three of these sloops have been built in 
Boston. Now suppose the Boston Yacht Club 
should build a larger and faster boat and that in the 
preliminary trials she should prove to be speedier 
than the yacht put up by New York. Would the 
fact that she is not flying the colors of the New 
York Yacht Club bar her from competing ? The 
challenge can be issued from any yacht club of any 
foreign country. The only provisions are that the 
foreign yacht must be constructed in the country of 
the challenging club. The defender must be built 
in the country of the club that holds the cup. The 
challenging club shall give ten months' notice. 
Now, if any foreign yachc club can challenge, then 
any American yacht club which happens to put up 
the fastest yacht proven by a preliminary contest 
should be allowed to defend the trophy. The New 
York Yacht Club should give Mr. Lawson and his 
yacht a chance to show what they can do. 

From the St. Paul, Minn., Dispatch, May 23d, 
1901 : 

NOT A NATIONAL AFFAIR. 

The contests for the cup of the America 
will hereafter have to be taken out of the class 
of international and restricted on our part, to the 
New York Yacht Club. Mr. Thomas W. Law-« 
son is a wealthy Boston gentleman, with a taste 
for yachting and means to gratify it. When Sir 
Thomas Lipton announced that he would build 
another Shamrock to compete for the cup, Mr. 
Lawson, supposing that an "international" contest 
was open to any citizen of the nation, and after 
consulting Gen. Charles J. Paine, a recognized 
authority, entered into a contract for the building 
of a yacht, conforming to the terms under which 



APPENDIX 



the cup is held by Mr. Schuyler's deed of gift. 
The yacht is completed. 

When Mr. Lawson informed the New Yorlc 
Club that he wished to enter the Independence 
in the race for the cup, to defend it against Sham- 
rocJi II., the club informed him that, as he was 
not a member of that club, his yacht could not be 
permitted to defend the possession of the cup. 
With a cuteness more proper in Wall Street than 
among a company of supposed gentlemen, the New 
York club told him that if he would make a 
formal but fictitious transfer of his yacht to a mem- 
ber of that club, it might then enter the contest. 
This, of course, Mr. Lawson, being a gentleman, 
rejected. The position of the New York club is 
made the more discreditable by the fact that mem- 
bers of its committee which refused permission to 
Mr. Lawson to enter his yacht, are members of 
the syndicate which owns the Constitution the 
yacht that will contest with Lipton's Shamrock 
II. The effect of this action is to deprive the 
race of all national character and make it purely, 
now and hereafter, an affair of the New York 
Yacht Club. 

From the Seattle, Wash., Post-Intelligencer, May 
28th, 1901 : 

It seems that the New York Yacht Club has a 
rule -by which only yachts owned by members of the 
club can compete in its races. Mr. Lawson, the 
Boston gentleman who elected to build a cup de- 
fender to compete with that of the New York syn- 
dicate for the honor of meeting Lipton's Shamrock, 
was met with this rule, which, if enforced, barred 
him from the preliminary races. He was offered 
the option of racing his yacht under the name of 
some member of the New York Yacht Club, but 
very properly declined to do so. He considered it 
neither the part of a gentleman nor of a sportsman 
to sail his yacht in a race under false colors, when 
she was barred from competing under the name of 
her actual owner. The position is impregnable, and 
in taking it he has the sympathy of all true sports- 
men. 

It does not seem to have occurred to the members 
of the New York Yacht Club that the rule which 
they themselves had adopted might very profitably 
be amended to meet the peculiar circumstances of 
the case. 

From the Springfield, Ohio, Republican, May 7.1&, 
1901 : 

UNFAIR TO MR. LAWSON. 

There may be technical grounds for barring Mr. 
Lawson's Independence from all trial races for the 
selection of a cup defender, but upon no other pre- 
tense can the New York Yacht Club committee 
defend its ungenerous and unsportsmanlike action. 
The committee arrogates to itself too much author- 
ity in narrowing the list of possible compctitois in 
the international contest to the membership of its 
own club. 

It is not so much a question of Mr. Lawson's 
privilege in the case as of one local club's assump- 
tion of the right to declare that no American 
yachtsman should be considered who does not com- 
ply with its regulations and fly its flag. 



[ -^^7 I 



The New York Yacht Club is nothing more 
than the trustee of the America's cup. It may 
have the legal right to decide who shall defend it, 
but what have its private racing rules to do with the 
international trophy .? If Mr. Lawson had trans- 
ferred his boat to a member of the New York club, 
as was proposed, there would have been no objection 
to its entrance in the trial races. But he was not a 
member of the club and therefore he refiised to 
become a party to an unworthy trick by accepting 
its flag. 

The substitution of the deeds of gift of 1882 
and 1887 for the original instrument was a wholly 
unjustifiable proceeding, nor should it be permitted 
to stand. In effect, the New York Yacht Club, 
by its unfair treatment of Mr. Lawson, is only 
drawing attention to its own breach of trusteeship in 
altering the original deed. 

From the Rochester, N. Y., Post-Express, May 
1 8th, 1901 : 

In going to an expense of something like 
^200,000 for the Independence, Mr. Lawson 
has been actuated only by a feeling of true sports- 
manship. He wants the cup to be defended by the 
speediest craft Arftericans can produce and it seems 
to us that he has a right to demand that his boat 
shall have a fair chance in trial races. The sports- 
manlike spirit displayed by Mr. Lawson should be 
recognized and rewarded. His arguments seem rea- 
sonable and just to all American yachtsmen — except 
a small but powerful clique in the New York Yacht 
Club. These men have expended a very large 
amount of money in the construction of the Con- 
stitution and are naturally desirous of defending the 
cup. But they are acting as though they wanted to 
defend it even though they did not have the best 
boat. It seems clear, also, that they are not willing 
to admit this fact, but are scheming about to find 
some pretext to exclude Mr. Lawson without 
divulging the real reason. They say, for example, 
that Mr. Lawson is not a member of the New 
York Yacht Club, but what of that .? The race 
should not be between the best boat that Great 
Britain can produce and the best one that the New 
York Yacht Club can build, but between the best 
boats that can be built in the two countries. 
Beside that fact, all other facts about club member- 
ship and club flags are trivial and inconsequential. 
We fear that the members of the New York Yacht 
Club are about to make a very great mistake. If the 
club wishes to maintain its position as the leading club 
of the New World and retain the respect of 
those Americans outside of New York who have 
true sporting blood in their veins, they will disregard 
their personal animosities toward Mr. Lawson, 
waive little technicalities, admit his boat to the 
trial races, and defend the cup with it if it prove 
the fastest boat in the country. 

From the Portland, Me., Express, May 20th, 
1901 : 

MR. LAWSON'S POSITION. 

Fair-minded sportsmen all over the country will 
extend to Thomas W. Lawson of Boston, their 
hearty support in his honest, straightforward position 
in ri'fuaing to transfer the ownership of his yacht 



APPENDIX 



Independence to any one else. It is a matter of 
regret that the New York Yacht Club, who has 
hitherto had the custody of the America's cup, 
should not find it possible to admit the Independence 
to a trial race with the Constitution and Columbia. 
Americans do not care whose yacht defends the cup, 
as long as the best boat that can possibly be built on 
this side of the water is selected, and as there are 
many expert yachtsmen and designers who believe 
the Independence will prove a better racer than the 
syndicate defender, it is no more than fair that she 
should be given a chance. The America's cup was 
given to the New York Yacht club in 1857, and 
it has been on this side of the water so long and 
has been defended so gallantly, that it has come to 
be regarded as a sort of public possession, to be de- 
fended, not by a select few who have been admitted 
to the exclusive New York club through the pos- 
session of a few millions, but by any patriotic Ameri- 
can who could build a boat that would defeat all 
comers. 

The club's action changes the question from an 
international contest in which the people of two 
continents are vitally interested, to a meeting of a 
challenge by an aristocratic association not representa- 
tive of the country's best sporting element. When 
thorough sportsmen like "Tom" Lawson come 
forward and from their private fortunes put up the 
money to build a big racer to defend the honor of 
American yachting interests, it is hard to learn that 
the responsibility of the cup's safety rests, not on the 
shoulders of the American people, but on the New 
York Yacht Club. 

But never mind, Lawson, we 're with you. 

From the Springfield, Ills. Register, May zad, 
1901 : 

LAWSON A GOOD AMERICAN. 

Americans very often mistake merit, but it can 
generally be said of them that they wish whatever 
they believe to be meritorious to win. If they are 
beaten in any undertaking they want to know that 
the effort they put forth was the best possible, and 
if they win, they can feel no pride in a victory over 
an unworthy competitor. 

This is the American spirit. It is the spirit 
of fairness, and it is the spirit that an exclusive 
organization known as the New York Yacht Club 
is trying to violate, in preventing Mr. Lawson's 
yacht Independence from contesting with the British 
challenger, Shamrock II., for the America's cup. 
The yacht club holds this cup, which has been in 
possession of Americans for more than a generation, 
all attempts of foreign challengers to transfer it 
across the sea having been successively futile, and 
heretofore the contests have been of an international 
character, and the American victories applauded as 
our national triumphs. 

The yacht club, however, now holds that no 
yacht can enter into the preliminary contests for 
defending this cup unless the title be transferred to 
some member of the club, and accompanies its 
refusal to permit Mr. Lawson's yacht Independence 
to enter with the insulting suggestion that " we 
have no guarantee that the rules of yacht racing 
will be obeyed." It does this in face of the deed 
of gift which states that "any yacht of a foreign 
countiy, etc., shall always be entitled to the right 



[ 368 ] 



of sailing a match for the cup against any one 
yacht or vessel constructed in the country of the 
club holding the cup." As General Paine says : 
" There is nothing in the deed of gift which re- 
quires that a party building a yacht to defend the 
cup need be a member of the New York Yacht 
Club." Any yacht or vessel, if falling within the 
terms of the agreement between the clubs to the 
match, may sail in defense of the cup. 

Mr. Lawson has done everything reasonable to 
give Americans what they have a right to expect — 
that the cup shall be defended by the very best 
yacht in America. He has offered to permit the 
New York Yacht Club to have absolute control 
and management of his boat, that it shall sail under 
the club's rules and regulations, and that pending 
the races it shall fly the club's pennant, but he has 
refused to do what every fair-minded person will 
justify him in — he refuses to give up his ownership 
of it. 

Mr. Lawson is acting in the spirit of a true 
American and true sportsman. 

From the New York News, May aad, 1901 : 

If only yachts belonging to members of the 
New York Yacht Club are to enter into competi- 
tion for the America cup, that venerated trophy 
could scarcely be regarded as an emblem of suprem- 
acy which the nation is bound to defend. It 
would be a mere club cup, not an American cup ; 
and interest in its fate would be sectional even as its 
permitted defenders are sectional. Limitation of 
the circle of possible cup defenders is clearly opposed 
to the intent of the original deed of gift, which 
provided for the sailing against any challenger of the 
best American yacht that could be secured. 

From the Syracuse, N. Y., Telegram, May 20th, 
1901 : 

The boat built by Mr. Lawson of Boston will 
not be allowed to race in defense of the America's 
cup after all. This is certainly an injustice to the 
great Boston sportsman. He has expended up- 
wards of ^250,000 in building a boat to help de- 
fend the blue ribbon of the sea, and when everything 
is completed finds out that it is not an open race 
after all, but merely a club affair. The conditions 
of the New York Yacht club are such that Mr. 
Lawson cannot accept them. 

From the Boston Globe, May 20th, 1901 : 

Mr. Lawson can afford to wait the judgment of 
the unprejudiced public of this and other countries 
as to the barring out of the Independence from the 
America cup races. Can his opponents in the New 
York Yacht Club say as much ? 

From the Brooklyn, N. Y., Times, May 24th, 
1901 ; 

LIPTON AND LAWSON. 

Among the many messages of sympathy that Sir 
Thomas Lipton has received from tlie United States, 
none, he says, has been more highly appreciated 
that that which he received from Thomas W. Law- 
son, of Boston, the owner of the Independence. 
Lawson cabled across the Atlantic his regret for the 



APPENDIX 



accident to the Shamrock and his congratulations 
that there was no loss of life attendant, and he 
added: "If for any reason you can't bring either 
boat, and you desire, I will be happy to bring my 
Independence over, and to race either or both Sham- 
rocks." That message was sent in the true spirit 
of a sportsman. A race in British waters could 
bring no reward such as the possession of the 
trophy won by the America to the victor ; it would 
be a contest for the love, of contest and the glory of 
victory alone, and that is the contest which every 
true yachtsman likes to see. 

Mr. Lawson is not a member of the New York 
Yacht Club, and, in consequence, the Independence, 
whatever its merits may be, may be debarred from 
taking part in the race for the America cup. But 
it is gratifying to know that Sir Thomas Lipton, 
who himself is the possessor of a good share of Irish 
sporting blood, has promised that, whether the In- 
dependence is allowed to make a trial for the cup or 
not, he will give Lawson the satisfaction of matching 
his boat against the Shamrock in American waters. 
The episode is equally creditable to both men, and 
every lover of sport will hope that the race, when it 
comes off, may be a close one. 

From St. James' Gazette, London, England, May 

2ist, 1901 : 

AN UNFORTUNATE HITCH. 

Mr. Lawson's yacht Independence, which has 
been built to defend the America cup against Sham- 
rock II., was launched on Saturday at Boston, but 
an unfortunate hitch has occurred with reference to 
the international race. The new yacht is a Boston 
boat, and the New York Yacht Club insists that 
she must be transferred to a member of the club be- 
fore she can defend the cup. Her owner is willing 
to place her at the club's disposal, but refuses to 
part with the ownership, and declares that she must 
sail under his flag and as a Boston boat or not at all. 
What right the New York Yacht Club has to dic- 
tate such terms we do not know, and it certainly 
seems a strangely unsportsmanlike policy to degrade 
an international match to a club regatta. It is the 
United States, not a particular club, that Sir Thomas 
Lipton has challenged. And what will happen sup- 
posing the yacht club and Mr. Lawson fail to 
agree, and no boat is forthcoming to take up the 
challenge of Shamrock II. ? Will not Sir Thomas 
Lipton be ^ititled to sail over the course and claim 
the cup ? The particular quarrel in New York is 
not our affair, of course, but it is greatly to be 
hoped that the difference will be adjusted before the 
time for the sailing of the great race, to which both 
countries are looking forward with so much interest. 

From the London, England, Daily Express, May 
aid, 1 901 : 

The plucky fight against the exclusiveness of 
the New York Yacht Club that is being made by 
Mr. Thomas Lawson, the Boston yachtsman who 
built and owns the yacht Independence, deserves to 
be crowned with success. 

The Independence was projected many months 
ago by Mr. Lawson as a possible defender of the 
America cup against Shamrock II., and no word 
was forthcoming at the time that she would not 
be allowed to compete with the Constitution, built 



by the New York syndicate, for the honour of 
defending the precious " mug." 

It is only recently that the New York Yacht 
Club has notified Mr. Lawson that he must sur- 
render the ownership of his yacht for racing pur- 
poses, or he will not be allowed to sail her even in 
the trial races to decide on the defender. To this 
fiat of exclusiveness the Bostonian naturally declines 
to accede, and most yachtsmen and sportsmen will 
side with him. 

This is not the first fight that Mr. Lawson has 
been in. He has won most of the others, and 
many think he will win this one. 

From the Newcastle, England, Chronicle, May 22d, 
1901: 

MR. LAWSON AND THE N. Y. Y. C. 

While the behaviour of Shamrock II. during 
her last trial has satisfied Sir Thomas Lipton as to 
merits, her difficulties in regard to the race for the 
America cup seem to have arisen on the other side 
of the Atlantic. Mr. Lawson's yacht Independ- 
ence, which has been built to defend the cup, is 
a Boston boat ; and the New York Yacht Club 
pretend that she must be handed over to a member 
of the club before she can be allowed to engage in 
the contest. Mr. Lawson has no objection to plac- 
ing his craft at the disposal of the club, but he has 
no intention of surrendering the ownership ; and he 
has made up his mind that if the Independence is to 
defend the cup at all, it must be as a Boston boat 
and under his flag. The arbitrary claims of the 
N. Y. Y. C. in the matter are not very plain, inas- 
much as Sir Thomas Lipton is not challenging any 
club, but attempting to recover a long lost interna- 
tional trophy. But in the circumstances, a dead- 
lock is threatened, and it would be curious if on the 
strength of having issued a challenge duly accepted 
on the other side, Sir Thomas Lipton should have 
the further right, in the event of opposition break- 
ing down, of recovering the cup by an easy if 
unsportsmanlike "walk over." But doubtless 
Americans will not allow it to come to that. 

From the Glasgow, Scotland, Daily Mail, May 
21st, 1901 : 

Mr. Lawson, who seems to have some grit in 
him, has intimated that his boat will be raced in the 
trial in spite of the decision of the New York Yacht 
Club, and it will now be seen what the New York 
Yacht Club may do as the result of the note of de- 
fiance against their decision uttered by Mr. Lawson. 
As Mr. Lawson intimated some time ago that what- 
ever the New York Club would do he intended to 
challenge the challenger, the situation may come to 
be highly interesting. For suppose sucli an event 
were to take place that the Constitution was beaten 
by Shamrock 11., and that in turn the Independence 
beat tlie Shamrock, the question might arise — 
Ought the cup to leave America after all, even 
though the Constitution lost her races ? One cup 
defender has hitherto been quite sufficient to retain 
the cup in America, but wlien there are two Rich- 
monds in the field contending for the honour of 
defending the cup, the situation grows so compli- 
cated that the interest in the end may turn on tlie 
quarrel between tlie cup defenders rather than on 
the races for the cup itsi-lf. 



24 



L 369 J 



APPENDIX 



THE DEED OF GIFT OF 1887, UNDER 
WHICH THE NEW YORK YACHT CLUB 
HOLDS THE AMERICA'S CUP. 



This deed of gift, made the a4th day of October 
1887, between George L. Schuyler, as sole surviv- 
ing owner of the Cup won by the yacht America at 
Cowes, England, on the twenty-second day of 
August, 1 85 1, of the first part, and the New Yofk 
Yacht Club, of the second part, witnesseth : 

That the said party of the first part, for and in 
consideration of the premises and of the performance 
of the conditions and agreements hereinafter set 
forth by the party of the second part, has granted, 
bargained, sold, assigned, transferred, and set over, 
and by these presents does grant, bargain, sell, assign, 
transfer, and set over unto said party of the second 
part, its successors and assigns, the Cup won by the 
schooner-yacht America at Cowes, Eng., upon the 
twenty-second day of August, 1 85 1, to have and to 
hold the same to the said party of the second part, 
its successors and assigns, in trust, nevertheless, for 
the following uses and purposes : 

This Cup is donated upon the condition that it 
shall be preserved as a perpetual challenge Cup for 
friendly competition between foreign countries. Any 
organized yacht club of a foreign country, incorpo- 
rated, patented, or licensed by the Legislature, Ad- 
miralty, or other executive department, having for 
its annual regatta an ocean water-course on the sea, 
or on an arm of the sea, or one which combines 
both, shall always be entitled to the right of sailing 
a match for this Cup with a yacht or vessel propelled 
by sails only and constructed in the country to which 
the challenging club belongs, against any one yacht 
or vessel constructed in the country of the club 
holding the Cup. 

The competing yachts or vessels, if of one mast, 
shall be not less than sixty-five feet, nor more than 
ninety feet on the load water-line ; if of more than 
one mast, they shall be not less than eighty feet nor 
more than one hundred and fifteen feet on the load 
water-line. 

The challenging club shall give ten months' 
notice in writing, naming the days for the proposed 
races, but no race shall be sailed on the days inter- 
vening between November 1st and May ist. 

Accompanying the ten months' notice of chal- 
lenge there must be sent the name of the owner 
and a certificate of the name, rig, and following 
dimensions of the challenging vessel, namely : 
Length on load-water line, beam at load water-line, 
and extreme beam, and draught of water, which 
dimensions shall not be exceeded ; and a Custom- 
House registry of the vessel must be sent as soon as 
possible. 

Vessels selected to compete for this Cup must 
proceed under sail on their own bottoms to the port 
where the contest is to take place. 

Centre-board or sliding-keel vessels shall always 
be allowed to compete in any race for this Cup, and 
no restriction or limitation whatever shall be placed 
upon the use of such centre-board or sliding keel, 



[ 370] 



nor shall the centre-board nor sliding keel be con- 
sidered a part of the vessel for any purposes of 
measurement. 

The club challenging for the Cup and the club 
holding the same may, by mutual consent, make 
any arrangement satisfactory to both as to the dates, 
courses, number of trials, rules and sailing regula- 
tions, and any and all other conditions of the match, 
in which case also the ten months' notice may be 
waived. 

In case the parties cannot mutually agree upon 
the terms of a match, then three races shall be 
sailed, and the winner of two of such races shall be 
entitled to the Cup. All such races shall be on 
ocean courses, fi-ee fi'om headlands, as follows : 

The first race, twenty nautical miles to windward 
and return ; the second race, an equilateral tri- 
angular race of thirty-nine nautical miles, the first 
side of which shall be a beat to windward ; the 
third race, if necessary, twenty nautical miles to 
windward and return ; and one week-day shall 
intervene between the conclusion of one race and 
the starting of the next race. 

These ocean courses shall be practicable in all 
parts for vessels of 22 feet draught of water, and 
shall be selected by the club holding the Cup ; 
and these races shall be sailed subject to its rules and 
sailing regulations, so far as the same do not conflict 
with the provisions of this deed of gift, but with- 
out any time allowances whatever. 

The challenged club shall not be required to 
name its representative vessel until at a time agreed 
upon for the start, but the vessel when named 
must compete in all the races, and each of such 
races must be completed within seven hours. 

Should the club holding the Cup be, for any 
cause dissolved, the Cup shall be transferred to some 
club of the same nationality eligible to challenge 
under this deed of gift, in trust and subject to its 
provisions. 

In the event of the failure of such transfer 
within three months after such dissolution, said Cup 
shall revert to the preceding club holding the same, 
and under the terms of this deed of gift. 

It is distinctly understood that the Cup is to be 
the property of the club, subject to the provisions 
of this deed, and not the property of the owner or 
owners of any vessel winning a match. 

No vessel which has been defeated in a match 
for this Cup can be again selected by any club as its 
representative until after a contest for it by some 
other vessel has intervened, or until after the expira- 
tion of two years from the time of such defeat. 

And when a challenge from a club fulfilling all 
the conditions required by this instrument has been 
received, no other challenge can be considered until 
the pending event has been decided. 

And the said party of the second part hereby ac- 
cepts the said Cup, subject to the said trust, terms, 



APPENDIX 



and conditions, and hereby covenants and agrees, to 
and with the said party of the first part, that it will 
faithfully and fully see that the foregoing conditions 
are fully observed and complied with by any contest- 
ant for the said Cup during the holding thereof by 
it, and that it will assign, transfer, and deliver the 
said Cup to the foreign yacht club whose representa- 
tive yacht shall have won the same in accordance 
with the foregoing terms and conditions, provided 
the said foreign club shall, by instrument in writing, 
lawfully executed, enter with said party of the second 
part into the like covenants as are herein entered 
into by it, such instrument to contain a like pro- 
vision for the successive assignees to enter into the 
same covenants with their respective assignors, and 
to be executed in duplicate, one to be retained by 



each club, and a copy thereof to be forwarded to the 
said party of the second part. 

In witness whereof the said party of the first part 
has hereunto set his hand and seal, and the said party 
of the second part has caused its corporate seal to be 
affixed to these presents, and the same to be signed 
by its Commodore and attested by its Secretary, the 
day and year first above written. 

GEORGE L. SCHUYLER, 
THE NEW YORK YACHT CLUB, 
By Elbridge T. Gerry, 

Commodore. 
( Seal of the New 1 T,^^»T H R.or. 

I York Yacht Club/ J"""* "• ^"*''' 

Secretary. 

In the presence of H. D. Hamilton. 



r 371 



Ph 



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APPENDIX 



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APPENDIX 



INSCRIPTIONS ON THE AMERICA'S CUP 

THE text of the inscriptions on the America's cup, given 
here in full, was copied from the cup through the courtesy 
of Tiffany & Co. , in whose vaults the trophy is kept. On 
the six large shields encircling the cup are the following groups of 
lettering 



loo Guinea Cup 

won 

August 22nd, 1 8 5 1 , at Cowes, England, 

By Yacht AMERICA, 

at the 

Royal Yacht Squadron Regatta, 

' ' Open to all Nations ' ' 

Beating 

CUTTERS 

VOLANTE, 

ARROW, 

ALARM, 

MONA, 

BACCHANTE, .... 

FREAK, 60 

ECLIPSE, 50 

SCHOONERS 

BEATRICE, 161 

WYVERN, 205 

lONE, 75 

CONSTANCE, 218 

GIPSY QUEEN, 160 

BRILLIANT, . , 392 



48 Tons 



193 
82 
80 



Schooner AMERICA, 1 70 Tons 

Commodore John C. Stevens, 

Built by George Steers of New York, 

1851. 



Presented to the 

NEW YORK YACHT CLUB 

as a 

Challenge Cup 

Open to all Foreign Clubs 



By the Owners, 



' John C. Stevens, 
Hamilton Wilkes, 
Geo. L. Schuyler, 
J. Beekman Finlay, 
Edwin A. Stevens. 



Challenged to be sailed for over 

NEW YORK YACHT CLUB COURSE, 

August 8th, 1870, 

By 

Mr. James Ashbury, with Schooner Yacht 

CAMBRIA, 

Representing Royal Thames Yacht Club. Cambria 

beaten in the following order by Schooner Yachts : 

MAGIC, AMERICA, PHANTOM, 

IDLER, DAUNTLESS, ALICE, 

SILVIE, MADGIE, HALCYON. 

[374] 



OCT. 1 6th, 1 871 
schooner schooner 

LIVONIA vs. COLUMBIA 

James Ashbury, Esq. Franklin Osgood, Esq. 

Owner. Owner. 

COLUMBIA winner by 27 m., 4 sec. 

N. Y. Y. club course 

OCT. 18th, 1871 
schooner schooner 

LIVONIA vs. COLUMBIA 

COLUMBIA winner by 10 m., 33 sec. 

Outside Course 

OCT. 19th, 1871 
schooner schooner 

LIVONIA vs. COLUMBIA 
LIVONIA winner by 15 m., 10 sec. 

N. Y. Y. CLUB course 

OCT. 2ist, 1871 
schooner schooner 

LIVONIA vs. SAPPHO 

Wm. P. Douglas, Esq., Owner 
SAPPHO winner by 30 m., 21 sec. 
Outside Course 

OCT. 23d, 1871 
schooner schooner 

LIVONIA vs. SAPPHO 
SAPPHO winner by 25 m., 27 sec. 

N. Y. Y. CLUB COURSE 



AUGUST nth, 1876 

SCHOONER SCHOONER 

COUNTESS OF DUFFERIN vs. MADELEINE 

Chas. GiFFORD, Esq. John S. Dickerson, Esq. 

Owner Owner 

MADELEINE winner by 10 ra., 59 sec. 

N. Y. Y. CLUB course 

AUGUST 1 2th, 1876 

SCHOONER SCHOONER 

COUNTESS OF DUFFERIN vs. MADELEINE 

MADELEINE, winner by 27 m , 14 sec. 

Outside Course 



NOV 9th, 1 88 1 

N. Y. Y. CLUB COURSE 
SLOOP SLOOP 

MISCHIEF beat ATALANTA 
Bay of Quinte Y. Club (Canada) 
28 m., 20^ sec. 

NOV. loth, 1881 

16 miles to Leeward from Buoy 5 

Sandy Hook and return 

SLOOP SLOOP 

MISCHIEF beat ATALANTA 
38 m., 54 sec. 



APPENDIX 



On the small panels under the large shields are the following 



SEPT. 14th, 1885 

N. Y. Y. CLUB COURSE 
SLOOP CUTTER 

PURITAN beat GENESTA 

Royal Yacht Squadron of England 

16 min., 19 sec. 

SEPT. i6th, 1885 

20 miles to Leeward of Sandy H. L. S. 

and Return 

SLOOP CUTTER 

PURITAN beat GENESTA 
I min., 38 sec. 



SEPT. 9th, 1886 

N. y. Y. CLUB COURSE 
SLOOP CUTTER 

MAYFLOWER beat GALATEA 

Royal Northern Yacht Club of Scotland 

12 min., .02 sec. 

SEPT. nth, 1886 

20 miles to Leeward of Sandy H. L. S. 

and Return 

SLOOP CUTTER 

MAYFLOWER beat GALATEA 
29 min., .09 sec. 



SEPT. 27th, 1887 

N. Y. Y. CLUB COURSE 
SLOOP CUTTER 

VOLUNTEER beat THISTLE 

Of Royal Clyde Yacht Club of Scotland 

19 min., 231^ sec. 

SEPT. 30th, 1887 

20 miles to Windward from Scotland L. S. 

and Return 

SLOOP CUTTER 

VOLUNTEER beat THISTLE 
II min., 48 14^ sec. 



OCT. 7th, 1893 

SLOOP 

VIGILANT, N. Y. Y. C. 

CUTTER 

VALKYRIE, R. Y. S. 
15 miles to Leeward and Return 
VIGILANT won by 5 min. , 48 sec. 

OCT. 9th, 1893 

A triangle 10 miles to a leg 

VIGILANT \iQTi. by 10 min., 35 sec. 

OCT. 13th, 1893 

15 miles to Windward and Return 

VIGILANT won by 40 sec. 



SEPTEMBER 7th, 1895 

DEFENDER, N. Y. Y. C. 

vs. 

VALKYRIE III, R. Y. S. 

15 miles to Windward 

DEFENDER won, 8 min., 49 sec. 

SEPTEMBER loth, 1895 
Triangle 30 miles VALKYRIE III, disqualified 

SEPTEMBER 12th, 1895 

15 miles to Windward 

DEFENDER won, Valkyrie III withdrew 

Time of race 4 hrs., 43 min., 43 sec. 



COLUMBIA, N. 



1899 
Y. Y. C. 



SHAMROCK, Royal Ulster Y. C. 

FIRST RACE OCTOBER 16TH 

1 5 miles to Windward and Return 

COLUMBIA won by 10 min., 8 sec. 

Time of Race, 4 hrs., 53 min., 53 sec. 

SECOND RACE OCTOBER 17TH 

Triangular 30 miles, 10 miles to a leg . 
COLUMBIA won. Shamrock disabled, lost top- 
mast. 
Time of Race 3 hrs. 37 m. 

THIRD RACE OCTOBER aoTH 

1 5 miles to Leeward and Return 
COLUMBIA won by 6 m., 34 sec. 
Time of Race 3 hrs., 38 m., 9 sec. 



1901 
COLUMBIA, N. Y. Y. C. 

vs. 

SHAMROCK II, Royal Ulster Y. C. 
FIRST RACE SEPTEMBER 28TH 

1 5 miles to Windward and Return 
COLUMBIA won by i min., 20 sec. 

SECOND RACE OCTOBER 3D 
Triangular 30 miles, 10 miles to a leg 
COLUMBIA won by 3 min., 35 sec. 

THIRD RACE OCTOBER 4TH 
15 miles to Leeward and Return 
COLUMBIA won by 41 sec. 



[ •'575 



APPENDIX 

THE BRENTON REEF, CAPE MAY, 
GOELET AND ASTOR CUPS. 



Among the cups mentioned in this book, other 
than the America's cup, the most important are the 
Brenton Reef and Cape May challenge cups, both 
of which have been sailed for in international 
matches. 

The Brenton Reef cup was presented to the New 
York Yacht Club, March zjd, 1871, by Ex-Com- 
modore James Gordon Bennett, to be held and 
raced for in accordance with the following condi- 
tions : 

This cup will be offered to the yachts of all 
nations, to be sailed for in an ocean race, on a 
course from the Lightship off Newport to and 
around the Lightship off Sandy Hook and out- 
side of Long Island, and return. Said cup to 
be held by the winner for the term of thirty 
days after the race, without liability to chal- 
lenge. Upon the expiration of said period, the 
winner of the Cup must accept any challenge, 
and be prepared to sail a race over the same 
course within the space of fifteen days next en- 
suing the receipt of such challenge, or forfeit 
the Cup to the challenger. Should any yacht 
succeed in holding the Cup in two consecutive 
races during one season, the owner thereof will 
not again be liable to challenge until the com- 
mencement of the yachting season of the year 
next ensuing. 

In the event of the Cup being held at the 
close of a season by a foreign yacht, the owner 
thereof will be liable to challenge during the 
season of the year ensuing for an ocean race 
over a course from the Needles, Isle of Wight, 
to and around a stakeboat off the harbor of 
Cherbourg, and return. 

The ocean races for the Brenton Reef Cup 
will be sailed according to the rules of the New 
York Yacht Club, but without allowance for 
time. 

It is understood that in case any yacht hold- 
ing the before-mentioned challenge Cup shall 
be sold out of the New York Yacht Squadron, 
the Cup is not disposed of with her, but must 
be returned to the New York Yacht Club, to 
be sailed for again in the manner and form be- 
fore provided for the schooners and sloops and 
for the ocean races. 

It is also understood that in case a foreign 
yacht should hold the challenge Cup, and should 
be sold out of a Royal Yacht Club, the Cup is 
not sold with her, but must be returned to the 
New York Club, to be sailed for again in an 
ocean race, as above provided. 

The yachting season in American waters for 
the before-named challenge Cup will be from 
the third Thursday in June until the third 
Thursday in October. 

Upon this challenge Cup there shall be en- 
graved the names of those yachts, and the 
owners thereof, that have held the same, and a 

[376] 



die, with appropriate devices thereon, shall be 
engraved, from which a medal can be struck, 
to be held by the owners of said yachts. 

Any yacht challenging the holder must de- 
posit five hundred ($500) dollars with the Re- 
gatta Committee, to be forfeited in case the 
challenging party is not successful in winning, 
otherwise to be returned to him. If forfeited, 
to be invested in a Cup to become the property 
of the challenged party. 

The cup was raced for by schooners in the club, 
July 25th, 1872, when won by Madeleine, sailing 
against Rambler j September 19th, 1873, when 
won by Rambler sailing against Madeleine ; July 
26th, 1876, when won by Idler, sailing against the 
America, Wanderer and Tidal Wave. September 
2 1st, 1885, it was won by Genesta, cutter, from the 
schooner Dauntless (see page 106), and taken to 
England. In August, 1893, Genesta resigned the 
cup to Britannia, cutter, and September 14th, 1893, 
Britannia sailed for it against the American centre- 
board cutter Navahoe, losing the race on a protest. 
(See footnote, page 204.) No challenges were re- 
ceived for Navahoe to sail for the cup between the 
time of its return to this country with that vessel 
and the spring of 1902, when Navahoe was sold out 
of the New York Yacht Club to a German owner, 
the cup remaining in the keeping of the club in ac- 
cordance with the terms under which it is held. 



The Cape May (gold) cup was presented as a 
challenge trophy to the New York Yacht Club in 
1872, by Ex-Commodore James Gordon Bennett, 
to be sailed for over the following course : 

From an imaginary line between the judge's 
steamer and buoy 5, oflF Sandy Hook, to and around 
the Five Fathom light-vessel, off Cape May, leaving 
it on the port or starboard hand at will, and back to 
Sandy Hook light-vessel, passing the same to the 
southward and eastward, within one hundred yards 
distance. 

The conditions provided by the donor for the 
holding of the cup were as follows : 

1st. It is to be held by the winner for 
thirty days after the race, without liability to 
challenge. 

2d. Upon the expiration of that period the 
winner must accept any challenge, and be pre- 
pared to sail a race over the same course within 
fifteen days fi-om the receipt of such challenge, 
or forfeit the Cup to the challenger ; but 
should any yacht succeed in holding the Cup 
in two consecutive races during one season, it 
will not again be liable to challenge until the 
commencement of the yachting season of the 
following year. The Cup will become the 
bona fide property of any yacht holding it suc- 
cessfiiUy through three consecutive contests. 



APPENDIX 



3d. The yachting season in American 
waters, in reference to this Cup, is understood 
to be from the third Thursday in June until 
the third Thursday in October in each year. 

4th. Should a yacht holding this Cup be 
sold out of the New York Yacht Club, the 
Cup shall not go with her, but shall be re- 
turned to the Club, to be again sailed for ; and 
if the Cup should be held by a foreign yacht, 
and she should be sold out of the Club to 
which she belongs, the Cup shall not be sold 
with her, but shall be returned to the New 
York Yacht Club, to be sailed for again as 
above provided. 

5th. In the event of the Cup being held 
at the close of the season by a foreign yacht, 
the owner thereof will be liable to challenge 
during the season of the next year for an ocean 
race, over a course from the Needles, Isle of 
Wight, to and around a stakeboat off the 
harbor of Cherbourg, and return. 

Any yacht challenging the holder must de- 
posit five hundred (^500) dollars with the 
Regatta Committee, to be forfeited in case the 
challenging party is not successful in winning, 
otherwise to be returned to him. If forfeited, 
to be invested in a Cup to become the property 
of the challenged party. 

The cup has never been held by any vessel 
through three successive contests, and therefore still 
is open to challenge. It was first won October 
loth, 1872, by the schooner Dreadnaught, sailing 
against the schooner Palmer 5 next October loth, 
1873, by the schooner Enchantress, on a sail-over, 
by default of Dreadnaught ; next September 4th, 



1877, by the schooner Idler, sailing against the 
schooners Dreadnaught, Rambler and Vesta ; and 
September 26th, 1885, by the cutter Genesta sailing 
against Dauntless. 

The cup has been sailed for three times in Eng- 
lish waters, and twice resigned by English yachts 
without a race. August 14th and 15th, 1886, 
Irex, cutter, defeated Genesta for the cup over a 
course of 144 miles, from Cowes to Cherbourg 
Breakwater and return, by 3 h. 47 m. 26 s. ; Sep- 
tember I2th, 1889, over the same course, Wendur, 
yawl, had a sail-over, Irex not appearing to defend 
the trophy; August 5th, 1893, Wendur (then 
Viking), resigned the cup to Britannia without a 
race. September 15th, 1893, Britannia defended 
the cup against Navahoe, the course being from 
Alum Bay pier, near the Needles, to Cherbourg 
Breakwater and return, winning by 36 m. 13 s. 
From 1893 to 1902 the cup was not sailed for. 



The Goelet cups, mentioned in this history, 
were trophies presented annually from 1882 to 1897 
inclusive, by the late Ogden Goelet of New York 
for sloops and schooners of the New York Yacht 
Club, and sailed for. off Newport at the end of the 
club's annual cruise. 

The racing events created by these trophies were 
continued after the death of Mr. Goelet for similar 
cups offered by Col. John Jacob Astor, sailed for 
under the same conditions as were the Goelet cups, 
but known as the Astor cups. (Which see.) In 
years of contests for the America's cup the Goelet 
cups, and later the Astor cups, for single-masted 
vessels, have generally been won by the defender of 
the America's cup. 



377 



INDEX 



INDEX 



Ackers, Capt. , owner of schooner Brilliant, men- 
tioned, 70. 

Adams, Charles Francis 2d, has charge of 
sloop Pilgrim in her races, 1405 manages Inde- 
pendence in her first races at Newport, 328 ; 
mentioned, 356. 

Advertising by challengers, reference to, 89, 214, 
215 ; as an element in the challenge of Sir 
Thomas Lipton, 287, 288. 

AiLEEN, naval militia converted steam-yacht, is in 
patrol fleet at cup races, 1899, 206. 

AiLSA, cutter and yawl, reference to, and length, 
141 J races of, with Valkyrie III., 161; as a 
yawl, is defeated by Columbia, 224 ; races of, 
off Newport, 2335 mentioned, 356. 

Alarm, cutter, fails to meet the America, 20 ; is 
in R. Y. S. regatta, 23, 25. 

Alarm, schooner, is in America's cup race, 1870, 

53- 
Alexis, grand duke of Russia, is on list of honorary 

members, N. Y. Y. C, in 1901, 285. 
Algonsuin, revenue cutter, is in patrol fleet at cup 

races, 1899, 206. 
Alice, schooner, is in America's cup race, 1870, 

53- 

Aluminum, is first used in a cup-defence yacht on 
Defender, 156; is used in blocks on Jubilee, 140 j 
is used in Shamrock I., 203 j is used in Indepen- 
dence, 340. 

Amateurs, too many aboard Dauntless in ocean 
race, 50, 51 ; too many on Columbia (schr. ) 
Oct. 19th, 1871, 71 ; crew of Atalanta composed 
of, 86. 

America, why built, 4 ; correspondence regard- 
ing building of, 5—8 ; owners of, 6 ; is launched, 
7 ; amount paid for, 8 ; trials of, against 
Maria, 8 ; description of in Spirit of the Times, 
10, II j sails of, II J custom-house register of, 
12; log of, on voyage across Atlantic, 12-14; 
arrival of, at Havre, and sentiment regarding, 14 ; 
is fitted out at Havre for racing, 15; is termed a 
" glorified pilot-boat," 15 ; leaves Havre and ar- 
rives in England, 1 6 ; English description of, 17; 
first challenges of, untaken, 17, 18 ; second chal- 
lenge of, 19 5 is entered for Royal Yacht Squad- 
ron regatta, 21 ; wins cup in R. Y. S. regatta, 
23-26 ; pilot of, in England, 27 ; winnings of, 
in England, 28 ; last racing of, in England under 
American ownership, 28 ; visit of, to England 
has far-reaching effect, 30 ; is visited by 2"een 
Victoria, 32, 33 ; leads Englishmen to suspect 
presence on board of a motor, 34 ; lessons 
taught English builders by, 35 ; difference of, 
from English models, 35 ; superior sails of, 35 ; 
comment on model of, by Capt. A. J. Kenealy, 
35 ; on sails of, by George L. Watson, 36 ; on 
model of, by J. D. Jerrold Kelley, 37; is sold 
to Lord John de Blaquiere, 38 ; loses in Queen's 
cup race of 1852, 38 ; career of, 38 ; is In a 
gale in the Mediterranean, 39 ; is bought by 
Lord Templeton, 39 ; is laid up at Cowcs, 39 j 
is rebuilt in England, 40 ; is sold to H. E. Decie 
and named Camilla, 40 ; is a blockade runner 
called Memphis, 40 ; is a practice-ship for naval 
cadets, 40, 41 ; is bought at auction by Gen. 

[381] 



B. F. Butler, 41 ; winter quarters of, 41 ; 
affection of naval cadets for, 41 j is owned by 
Butler Ames, 41 ; defeats schooner Resolute, 
42 ; wins Centennial regatta, 42 ; is damaged on 
Brigantine shoal, 42 ; is altered by Edward 
Burgess, 42 ; makes a cruise in the West Indies, 
42 ; is rebuilt at East Boston, 42 ; outsails ship 
North American, 42 ; is offered N. Y. Y. C. 
as a trial vessel, 42 ; spar dimensions of, 42 j is 
last in Brenton Reef challenge cup race, 42 ; is 
defeated in Eastern Yacht Club regatta, 43 ; 
aggressive racing career of, ends, 43 ; is honored 
in modern fleets, 43 ; is in America's cup race, 
1870, 53-56; mentioned, 70; is in Brenton 
Reef cup race, 1876, 79; goes over course 
with cup racers, 1876, 81, 82; mentioned, 
99) 1375 crowding of course in race of, at 
Cowes, referred to, 171 ; mentioned, 365 ; 
record of, in R. Y. S. regatta, 373 ; is defeated 
by Idler for Brenton Reef cup, 376 ; for fac- 
simile of contract letter for building of, sail-plan, 
and pictures of, see list of illustrations. 
America's Cup, condition of American yachting 
when it was won, I ; original name of, 26 ; 
when voted as a trophy, 28 ; is won by the 
America on a Friday, 28 ; cost of winning the, 
38 ; description of, 43 ; is displayed in New 
York, 43 ; inscriptions on, mentioned, 44 ; 
is made a challenge trophy, 45 ; text of original 
deed conveying the cup, 45 ; first challenge for 
is received, from Mr. James Ashbury, 47 ; first 
challenge race for, 51-55 ; second attempt of 
Mr. Ashbury to win the, 59 ; second chal- 
lenge for, and controversy over same, 60-65; 
ruling of George L. Schuyler regarding races 
for, 60 ; dates and courses of races for, 1 871, 
65; first race for, 1 871, 66 ; record race for, 
Oct. l8th, 1871, 66 ; reference to history of, 
67 ; conditions under which only race was lost 
for, 71, 72; race for, of Oct. 21st, 1871, 72, 
73 ; final race for, 1871 series, 73 ; first Cana- 
dian challenge for, is received, 76 ; Canadian 
challenge keeps interest in cup alive, 76 ; weak- 
est efforts to win the, 76 ; first race of 1876 
match for, 80, 81; second race, 81, 82; 
second Canadian challenge for, 83 ; liberal in- 
terpretation of deed of gift of, advised by flag 
officers of N. Y. Y. C, 83, 84; first yacht 
built especially for defence of, 84 ; first trial 
races of candidates for defence of, 84 ; races 
for, under second Canadian challenge, 86, 87 ; 
progress of sport during first epoch in history of, 
90; second epoch in history of, begins 1885, 
90 ; is returned to George L. Schuyler and again 
deeded to the N. Y. Y. C, 90 ; text of deed 
of, 1882, 90, 91 ; principle that cup is a na- 
tional trophy is reiterated by George L. Schuyler, 
92 ; challenge to sail for is received, in behalf 
of Genesta and Galatea, cutters, 1884, 92; 
courses and dates for 1885 races for, 94; 
great public interest in challenges for, 94 ; 
no existing sloop believed fast enough to beat 
Genesta in races for, 95 ; Puritan is ordered in 
Boston for defence of, 96 ; trial races for defence 
of, 1885, 99, 100 ; inconclusive meetings in 



INDEX 



1885 races for, loi ; two abortive attempts of 
Puritan and Genesta to race for, loi, loz ; 
third and fourth abortive attempts of Puritan and 
Genesta to race for, 102 ; first race for, between 
Puritan and Genesta, 102, 103 ; second and de- 
cisive race for, between Puritan and Genesta, 104 j 
conditions governing 1886 races for, 107; May- 
flower is ordered in Boston for defence of, 107 j 
trial races for defence of, 1886, no j first race 
for, between IVIayflower and Galatea, in, 1125 
second race for, 1886, 11 2- 114; challenge for, 
in behalf of Thistle, is received from the Royal 
Clyde Y. C, 116 ; Volunteer is ordered in Bos- 
ton for defence of, 1 1 6 ; no great concern for safety 
of, is felt, 1887, 117; owners of Thistle boast 
they will drink Scotch whiskey from cup, 118 ; 
trial races for defence of, 1887, 119 ; first race 
for, between Volunteer and Thistle, 122 ; other 
races for, in 1887, 123, 124; deed of gift of, is 
amended by N. Y. Y. C, 126 ; no general 
vote taken by N. Y. Y. C. on acceptance of 
same, 126 ; yachtsmen refuse to accept the 
amended deed, 127 ; formal challenge for, in 
name of Charles Sweet, is made and withdrawn, 
127 ; trying period in history of, 1 28 ; changes 
made in deed of gift of, 1887, 128, 129 ; cup is 
formally returned to George L. Schuyler, and 
reconveyed to the N. Y. Y. C, 128 ; action of 
club in changing deed of gift of, is criticised, 
1 29 ; motives of N. Y. Y. C. in making the 
changes, 129, 1 30 5 action of club is severely 
condemned, 130, 131 j deed of gift of, is mod- 
ified by N. Y. Y. C, 132; first challenge of 
Lord Dunraven for, 132; challenge for, fails of 
confirmation by Royal Yacht Squadron, 133; 
terms of deed of gift of, not accepted by Royal 
Yacht Squadron, 133 ; objections of Dunraven 
to deed of gift, 134, 135 ; second challenge of 
Lord Dunraven for, 135, 136; concessions ob- 
tained under deed of gift by Lord Dunraven before 
second challenge for is sent, 136 ; second chal- 
lenge of Lord Dunraven for, is accepted, 137; 
four candidates for defence of in 1893 meet, 
140 j trial races for defence of, 1893, 140-143 ; 
interest in trial races is widespread, 140 ; models 
of candidates for defence of, in 1893, criticised, 
143 j one-gun start agreed on in conditions of 
races for, 145 ; first meeting of Vigilant and 
Valkyrie IL, contestants for, abortive, 145, 146 ; 
first race of these vessels for, 146 ; their second 
race for, 146, 147 ; their last race for, 147— 
151 ; departure from wholesome type of vessels 
in races for, 152 ; third Dunraven challenge 
for, 1 54 ; date of first race for, under third 
Dunraven challenge, is fixed, 156; Defender, cut- 
ter, is ordered for defence of, 156; trial races 
for defence of, 1895, are held, 160, 161 ; 
conditions governing 1895 races for, are signed, 
163 ; first race for, 165 ; Lord Dunraven 
charges fraud in first race for, 166, 179, 180, 
181 ; Defender is fouled by Valkyrie IIL in 
second race for, 167, 168 ; Valkyrie IIL is dis- 
qualified, 169 ; Defender has a sail-over in third 
race for, 172; careers of challengers for, 173 ; 
statements of Lord Dunraven in report on 1895 
races for, 173-176 ; challenge for, from Charles 
Day Rose, I77j conditions for races for, 
under same, 177; a hearing is held on Dun- 
raven's charges of fraud in 1895 races for. 



[ 382 ] 



181— 194 ; a challenge for, is received, in behalf 
of Sir Thomas Lipton, 199, 200; text of Sir 
Thomas Lipton's challenge for, 200 j conditions 
of races for, under same, 201 5 Columbia is 
ordered for defence of, 201 j probable cost of 
vessels sailing for, in 1899, 201 ; trial races for 
defence of, 1899, won by Columbia, 203 ; 
changes in conditions for match of 1899, 204, 
205 ; text of statute for keeping clear courses in 
races for, 205, 206 5 first government patrol at 
races for, 206 ; largest fleet in history of 
matches for, greets Shamrock L and Columbia, 
207 ; races for, 1899, begin under trying con- 
ditions, 207—209 j Columbia defeats Shamrock 
L in their first race for, 209 ; Columbia has 
a sail-over in second race for, 210 j spirited 
final race for, between Columbia and Sham- 
rock I., 2H-214; Sir Thomas Lipton an- 
nounces intention to again challenge for, 214 j 
second challenge of Sir Thomas Lipton for, 
216 ; conditions of match for, under same, 
217, 218 ; three yachts of the cup class ready 
for defence of, in 1901,218; revival of rivalry 
between Boston and New York for defence of, 
219 j records of fastest races for, 237 ; races 
for, 1 901, postponed one month on account of 
accident to Shamrock II. , 248 ; postponed five 
days on account of death of President McKinley, 
255 ; first meeting of Columbia and Shamrock 
II. in races for, 1901, 257—259 ; first race for, 
1 90 1, 260-263 ; third meeting of contestants 
for, proves abortive, 263 ; second race for, 264— 
267 j final race for, 268—271 ; criticisms of New 
York Yacht Club's interpretation of the deed of 
gift of, 271-273 ; conditions in racing for, after 
1887, 277-291 5 agreement of British clubs to 
cease challenging for, mentioned, 278 ; challenges 
for are sought by New York Yacht Club, 280 ; 
campaign of publicity which followed first Lipton 
challenge for, 288, 289 ; reference to match of 
1899 for, 288, 289; publicity following second 
challenge of Sir Thomas Lipton for, 290 ; discon- 
tent with methods in defence of, leads to Bos- 
ton's re-entering the field of defence, 291 j details 
of building Independence, candidate for defence of, 
in Boston, 1901, 292—303 ; deep national interest 
in question involved in offering of Independence 
as a candidate for defence of, 303 ; mentioned, 
307, 308, 309, 310; correspondence between 
N. Y. Y. C. and Thomas W. Lawson relative to 
qualification of a vessel to sail in defence of, 307— 
313; deed of gift: of, not a legal document, 319; 
press condemns New York Yacht Club's attitude 
on defence of, 320 ; stories of enormous bets on 
outcome of 1 901 races for, prove false, 331, 
332; last wood vessel employed in defence of, 
mentioned, 335 ; first metal vessel employed in 
defence of, mentioned, 335 ; article embodying 
opinion of Gen. Paine on ethics of defence of, 
361, 362; deed of gift of, is declared to be 
illegal by Mr. Stinson Jarvis, 362 ; press com- 
ments on action of New York Yacht Club in 
denying Independence entrance to trial races for 
defence of, 363-369 ; text of 1887 deed of gift 
of, 370-371 ; tabulated record of races for, 372, 
373 ; text of inscriptions on, 374, 375 ; for 
charts of courses over which the cup has been 
sailed for, and picture of cup, see list of illustra- 
tions. (See also " New York Yacht Club.") 



INDEX 



American Life, elements of, which produced a 
vicious class in yachting, 280-291. 

American Yachting, vicious class in, 277—291. 

Ames, Butler, as owner of the America, men- 
tioned, 41. 

Ames, Oliver, as governor of Massachusetts, 
mentioned, 125. 

Anglesey, Marquis of, visits the America, 17, 
34 ; christens his son by dipping him in the sea, 
32 j is owner of Pearl, first cutter, 34 ; ex- 
presses opinion on the America, 35. 

Aristocracy, of wealth in America, 281, 
282; of sports, 281, 282; mushroom, 282, 
283. 

Armenia, schooner, trial proposed for, with the 
America, 20. 

Arrow, American sloop, is considered desirable as 
a cup defender, 84. 

Arrow, cutter, is in R. Y. S. regatta, 23, 25 ; 
defeats the America, 1852, 38 ; owner of, 
invites American sloops to sail for Queen's cup 
of 1851, 125; challenge for a match with, 
from Mayflower, 125. 

AsHBURY, James, is owner of schooner Cambria, 
which defeats schooner Sappho, 46 ; biographical 
sketch of, 46, 47 ; challenges for the America's 
cup, 1869, 47 ; invites N. Y. Y. C. to arrange 
an ocean race, 47 ; withdraws his challenge of 
1869, 49; repeats 1869 challenge, 49, 50; 
proposes to exclude centre-board vessels from cup 
races, 50 ; offers cups, 57 ; races Cambria 
aggressively, 57; makes good impression, 
58; determines to try again for cup, 58; lays 
plans for second attempt to win cup, 59 ; orders 
schooner Livonia, 59 ; acrid correspondence of, 
with N. Y. Y. C, 59, 60; telegrams of, 
arranging second series of challenge races, 60, 
61 ; gives notice he will sail for " several clubs," 
61 ; letters of, to N. Y. Y. C, 61, 62; is 
advised by Dixon Kemp, 63 ; " ultimatum " of, 
to sail twelve races, 63 ; threatens to claim cup 
if one race in twelve is won, 63 ; proposes to 
sail against twelve vessels, 64 ; proposes three 
races against each vessel selected to defend cup, 
64 ; claims right to sail one race for Royal Albert 
Yacht Club, 64; argues that N. Y. Y. C. 
agreed to sail twelve races, 65 ; proposes to sail 
seven races for Royal Albert Y. C, 65 ; accepts 
seven races as representative of Royal Harwich 
Y. C, 65 ; comment on attitude of, 65 ; pro- 
tests cup race Oct. i8th, 1871, 66-68 ; is 
justified in protest, 69 ; declines to accept report 
of cup committee of N. Y. Y. C. , 70 ; is willing 
to sail against Magic, 71 ; sails " without preju- 
dice to confirmed claim," 72 ; gives notice after 
final race of 1871, that he will make seven 
starts, 73 ; claims majority of races in 18 71 
series, 73 ; races Cambria against Dauntless, 
73, 74 ; reviews races, accusing N. Y. Y. C. 
of " unsportmanslikc proceedings," 74; letter 
of, to N. Y. Y. C. tabled, 74 ; cups offered by, 
returned, 74 ; issues a pamphlet, 74 ; is cut by 
W. P. Douglas at Havre, 74 ; good accom- 
plished by, to international r.icing, 75 ; judgment 
of N. Y. Y. C. upon, 75 ; experience of, has 
two effects, 76 ; political aspirations of, men- 
tioned, 89 ; attempts of, to win the cup, men- 
tioned, 92 ; as owner of Cambria, named in 
record of America's cup race, 372. 



[ 383 ] 



AS13UITH, G. R., is counsel for Lord Dunraven at 
isr. Y. Y. C. inquiry, 187. 

AsTOR, Col. John Jacob, offers a cup to winner 
in trial races of 1895, 160 ; is governor of New- 
port Y. R. A. 1901, 227; cups offered by 
annually, mentioned, 377. 

AsTOR Cup, is won by Columbia 1899, 203 ; is 
won by Columbia 1 901, 232 ; under what condi- 
tions offered, 377. 

Atalanta, sloop, is named in challenge for the 
America's cup from the Bay of guinte Yacht 
Club, 83 J is launched at Belleville, and proceeds 
to New York by canal, 8 5 ; voyage of, leads to a 
change in deed of gift, 85 ; is over-sparred and 
not prepared for racing, 86 ; crew of, composed 
of amateurs, 86 ; is defeated by Mischief in cup 
races, 86, 87 ; is taken back to the lakes, 88 ; 
career of, 88 ; comment on races of, 88 j men- 
tion of photograph and model of, 88 j model of, 
not in N. Y. Y. C. model room, 88 ; men- 
tioned, 117 ; record of, in America's cup races, 
372 ; see also list of illustrations. 

Athene, sloop, is placed at disposal of Mr. Lawson 
as a trial vessel for Independence, 324. 

Atlantic, sloop, is built for cup defence, 109 ; 
owners of, and description of, 109 ; is last rule- 
of-thumb vessel of the cup class, 109 ; is changed 
to a schooner, no; is defeated by Volunteer for 
the Goelet cup, 1887, 117 ; see also list of illus- 
trations. 

Atlantic Works, Independence is built at, 300 ; 
is launched at, 336 ; mentioned, 335, 348. 

Aurora, cutter, is in R. Y. S. regatta, 23, 25 ; 
name of, not on America's cup, 44 ; record of, 
in R. Y. S. regatta, 372. 

Bacchante, cutter, is in R. Y. S. regatta, 23, 25. 

Banks, Gen. Nathaniel P., mentioned, 125. 

Baring, Charlesj serves on special committee of 
R. Y. S. on America's cup, 1889, 133. 

Barr Capt. Charles, sails imported cutter Minerva, 
137; is sailing-master of Vigilant, 1895, 157; 
complains of being forced off his course in Vigi- 
lant, 159; reference to claim that in Columbia 
he forced Constitution off her course in starts, 
159 ; is disqualified in final trial race, 1 90 1, for 
bearing down on Constitution, 240 ; refusal of, 
to sail against Defender in 1895, is recalled, 241 ; 
sails Columbia with Scotch canniness, 241, 242 ; 
is accused of bearing Columbia down on Sham- 
rock II. in a start, 258 ; foul of Independence 
by, mentioned, 356, 357, 358, 359. 

Barr, Capt. John, is sailing-master of Thistle, 
118 ; sails imported cutter Clara, 137 ; is sailing- 
master of Jubilee, 1893, 140. 

Barrow Western Yacht Club of Ireland, is 
named by Mr. Ashbury as one of his sponsors, 61. 

Bates, John, R. N., secretary R. Y. S., men- 
tioned, 20, 21. 

Bates, W. W., U. S. Commissioner of Naviga- 
tion, mentioned, 99. 

Bay ov Quintk Yacht Club, issues challenge for 
the America's cup in behalf of Atalanta, sloop, 
83 ; members of, form crew of Atalanta, 86 ; 
goes out of existence, 88. 

Beatrice, schooner, is in R. Y. S. regatta, 23-25. 

Bedouin, is only cutter to contest for cup defence, 
99 ; description of, 99 ; record of, in trial races, 
1885, 99, 100. 



INDEX 



Beckman, Nicholas, owner of Sverige, mentioned, 

39- 

Bell, James, vice commodore Royal Clyde Yacht 
Club, and managing owner of Thistle, mentioned, 
115; is in conference regarding Thistle's excess 
of water-line, I zo ; statements of, regarding 
Thistle's excess of water-line, 120 ; is given a 
reception with Mr. Watson by N. Y. Y. C, 
114 ; mentioned, 171 ; as part owner of Thistle, 
named in record of America's cup races, 377. 

Bell, Richard S., signs second Canadian challenge 
for America's cup, 83. 

Belle, pilot-boat, mentioned, 2. 

Belmont, August, as part owner of Vigilant, 
mentioned, 139 ; serves on America's cup com- 
mittee, 1900-1901, 217 ; is part owner of Con- 
stitution, 223 ; is replaced on cup committee by 
J. Malcolm Forbes, 241. 

Belmont, Oliver, as part owner of Vigilant, 
mentioned, 139. 

Bennett, James Gordon, as owner of Dauntless, 
mentioned, 49 ; offers a cup for schooners, 57 ; 
correspondence of, as Commodore of the N. Y. 
Y. C, with Mr. Ashbury, 60, 61 j mentioned, 
79; is part owner of sloop Priscilla, 1885, 99; 
offers a cup for schooners and single-masted 
vessels, 1885, 106 ; date of presentation by, of 
Brenton Reef cup to N. Y. Y. C, 3765 pre- 
sents Cape May cup to N. Y. Y. C, 376. 

Bernadotte, prince, commodore R. S. N , is on 
list of honorary members, N. Y. Y. C, 1901, 
285. 

Biles, Prof. J. Harvard, University of Glasgow, 
reference by, to secrecy in building yachts, 201, 
202. 

BiLLMAN, Charles, rigger, mentioned, 301, 349. 

Binney, Arthuk, yacht designer, mentioned, 140. 

Blaciuiere, de, Lord John, is given some rare 
wine by Commodore Stevens, 12 ; buys the 
America and races her, 38 ; sails against Sverige, 
39 ; challenges all England with the America, 
39 ; sells the America, 39. 

Boston, home of deep-sea ships, builds a cup de- 
fender, 1885, 96 ; defends the cup, 1885, 96- 
106 ; defends the cup, 1886, 107-114; defends 
the cup, 1887, 116-125; '^''^y government of, 
extends resolutions of thanlcs to Messrs. Paine 
and Burgess, and publishes testimonial volume on 
defence of cup by Boston vessels, 125 ; produces 
two candidates for cup defence, 1893, 138; 
again puts forward a yacht for cup defence, 1901, 
219 ; resolution of yachtsmen of, to enlist in the 
cup defence for 1 901, 291 ; aspirations of, called 
"moonshine," 295. 

Boston Towboat Co., mentioned, 351. 

Boston Yacht Club, when founded, 2. 

Bourne, Frederick G., as vice commodore N. Y. 
Y. C, mentioned, 2; is part owner of Consti- 
tution, 223. 

Branscombe, C. H., U. S. Consul at Manchester, 
mentioned, 58. 

Brenton Reef Cup, race for in 1876, 79 ; is won 
by Genesta, 1885, 106 ; is won back by Nava- 
hoe, 204 ; conditions under which it may be 
sailed for, and races for, 376. 

Brilliant, three-masted schooner, is in R. Y. S. 
regatta, 23 ; owner of, protests the America's 
race, 27 ; mentioned, 70 ; see also list of illus- 
trations. 



[ 384 J 



Britannia, cutter, wins from Valkyrie III., 161 ; 

, is beaten by Valkyrie 111., i6i ; is at regatta of 
Mudhook Y. C. when Valkyrie II. is sunk, 
172; description of, 203, 204; loses race for 
Brenton Reef cup, 204 ; defence of Brenton 
Reef cup by, mentioned, 376 ; defeats Navahoe 
in race for Cape May cup, 377. 

Brokaw, W. Gould, offers cup for winner of first 
trial race, 1899, 203. 

Bronze, first used in a cup yacht in Vigilant, 139. 

Brooks, Reginald, is a governor of Newport 
Y. R. A., 1901, 227. 

Brooks, John E., as part owner of Colonia, 1893, 
mentioned, 139. 

Brown, Charles, sails the America in 1870 cup 
race, 56. 

Brown, Capt. " Dick," is first sailing-master of 
the America, 12; remarks of, on flying jibs, 
25 ; is on Dauntless in ocean race, 50. 

Brown, Edward M. serves on America's cup com- 
mittee, 1898-1899, 199; serves on America's 
cup committee, 1900-1901, 217. 

Brown, Jesse, member of the America's crew, is 
at reception to Volunteer's crew, 125. 

Brown, William H., ship-builder, employs George 
Steers, 3 ; supplies means to build the America, 3. 

Bryant, Henry, serves on a committee in Hull- 
Massachusetts, Y. C. to arrange races for Law- 
son prizes, 300. 

Bryant, Dr. John, as owner of Shadow, sloop, 
mentioned, 95 ; is manager of Independence in 
her final races, 234 ; serves on a committee in 
Hull-Massachusetts Y. C. to arrange races 
for Lawson prizes, 300 ; manages Independence 
in her final races at Newport, 328 ; mentioned, 
356. 

Bulwer, Sir H., mentioned, 90. 

Burgess, Edward, alters the America, 42 ; is 
commissioned to design Puritan, 96 ; is made 
owner's agent for Puritan, 98 ; name becomes 
well-known, 107; designs Mayflower, 107; 
designs Volunteer, 116; is then ahead of Wat- 
son in designing, 116; reception to, (with 
Gen. Paine), by city of Boston, 124'; testi- 
monial volume to, (with Gen. Paine), 125 ; 
biographical sketch of, 137, 138; number of 
vessels designed by, 138; business successors of, 
mentioned, 140 ; popularity of, reference to, 
144 j type of yacht introdued by, is abandoned 
in cup defence, 152. 

BuRNHAM, L. G. , owner of Pilgrim, steam-yacht, 
mentioned, 143. 

Busk, Joseph R., defends the cup when not a 
citizen of the United States, 85 ; serves on 
America's cup committee, 1885, 93 ; serves on 
America's cup committee, 1889, 132; letter to, 
by Lord Dunraven, on deed of gift, 134, 135 ; 
represents N. Y. Y. C. on Valkyrie III. in 
second cup race, 167 ; as owner of Mischief, 
named in record of America's cup races, 372. 

Butler, Gen. B. F., buys the America, 41 ; 
races her, 42, 43 ; requests timing of America 
in cup race of Aug. 12th, 1876, 81. 

Byerly & Son, as builders of Palmer, mentioned, 
66. 

Calypso, schooner, in the America's cup race, 
1870, 53. 

Cambria, schooner, wins from Sappho, 46 ; wins 
ocean race from Dauntless, 1870, 50 ; prestige 



INDEX 



of, 51 J description of, 51 ; is defeated in first 
challenge race for the America's cup, 52. 
55 ; joins N. y. Y. C. cruise, 56 ; is de- 
feated by Magic off Newport, 56 ; is defeated by 
Palmer, 57 ; is defeated by Idler, 575 loses to 
Palmer in race for schooners off Newport, 57 ; 
is defeated by Phantom and Madeleine off New- 
port, 57 ; wins a subscription cup off Newport, 
57 ; is defeated by Sappho off Sandy Hook, 57 ; 
last race of, in American waters, 5 7 ; is defeated 
by Dauntless, 57 ; losses of, attributed to heavy rig, 
57; career of, 173; record of, in America's 
cup races, 372 ; see also list of illustrations. 

Camilla, see America, 40. 

Canada, winner of Canada's cup, mentioned, zor. 

Canadian attempts to win the cup, reference to, 92. 

Canadian Challengers, mentioned, 173. 

Canfield, a. Cass, serves on the America's cup 
committee, 1895, 153; serves on special com- 
mittee to mark cup contestants at water-line, 165; 
is a governor of Newport Y. R. A., 1901, 
227. 

Cape May Challenge Cup, conditions under which 
it is held, 376-377. 

Capes, William, as builder of Maria, sloop, men- 
tioned, 8. 

Carey, estate of Henry Astor, is part owner of 
Vigilant, 1 39. 

Carroll, Royal Phelps, enters protest in race for 
Brenton Reef cup between Navahoe and Britan- 
nia, 204; is a governor of Newport Y. R. A., 
1901, 226, 227. 

Carter, Capt. John, is sailing-master of Genesta, 
loi. 

Center, Robert, serves on America's cup com- 
mittee, 1881, 83 ; designs Volante, cutter, 94; 
builds Vindex, first American metal yacht, 94 ; 
interests A. Cary Smith in design, 99. 

Centre-board Yachts, provisions made for chal- 
lenges by, in deed of gift, 1887, 129 ; Valkyrie 
n. causes abandonment of, for America's cup 
races, 149 ; type is objected to in proposed Arrow- 
Mayflower match, 1887, 125, 126. 

Chamberlayne, Tankerville, owner of cutter 
Arrow, invites challenges from American sloops, 
125 ; objects to centre-boards, 125, 126. 

Chapin, Chester W., as part owner of Vigilant, 
mentioned, 139. 

Choate, Hon. Joseph H., is counsel for C. 
Oliver Iselin, in inquiry on Dunraven charges, 
187. 

Chubb, Percy, races Vigilant as a yawl, 141. 

Clara, cutter, is imported, 1885, 137 ; mentioned, 
140, 200. 

Clark, George C, as part owner of Vigilant, 
mentioned, 139. 

Clark, John, commodore Royal Clyde Y. C, as 
part owner of Thistle, mentioned, 1 15. 

Clark, Kenneth, buys cutter Distant Shore and 
names her Kariad, I 78. 

Clark, Louis M., serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for Law- 
son prizes, 300. 

Clark, William, as part owner of Thistle, men- 
tioned, 1 1 5. 

Ci.AUKE, A. D., as owner of Satanita, cutter, men- 
tioned, 1 72. 

Coates, Andrew, as part owner of Thistle, men- 
tioned, 1 1 j . 

«S [38 



Coates, George, as part owner of Thistle, men- 
tioned, 115. 

Coates, James, as part owner of Thistle, men- 
tioned, 115. 

Coates, William, as part owner of Thistle, men- 
tioned, 115. 

Coffin, Capt. Roland F., yachting writer, 
description by, of cup race of Oct. i8th, 1871, 
66 ; incident related by, regarding an episode in 
Havre regatta, 74. 

Coleman, Walter & Sons, block-makers, men- 
tioned, 350. 

CoLONiA, cutter, is ordered as a cup defence vessel, 
138; owners of, 139; description of, 139; is 
first keel vessel built for cup defence, 139; 
sailing-master of, 139; mentioned, 140; makes 
a dead heat with Vigilant, on allowance, in first 
trial race, 141 ; is faulty in windward work, 141 ; 
is third in second trial race, 141, 142; racing 
length of, 142 ; is second in third trial race, 
142 ; reasons for weakness of, in windward 
work, 143 ; is altered to a schooner and renamed 
Corona, 143 ; see also list of illustrations. 

Columbia, schooner, is reserved with three others 
for cup defence, 1871, 66; description of, 66; 
defeats Livonia Oct. i6th, 1871, 66; defeats 
Livonia Oct. i8th, 1871, 66 ; mentioned, 70; 
is pressed intb service for cup race, Oct. 19th, 
1871, 71 ; is not in shape for racing, 71 ; loses 
flying-jib stay, and steers hard, 71 ; is disabled, 
and beaten by Livonia, 72 ; is at line Oct. 21st, 
1 871, 72 ; accompanies racers, 72 ; holds record 
for fast time in a cup match, 237 ; record time 
of, referred to, 268 ; record of, in America's cup 
races, 372 ; see also list of illustrations. 

Columbia, cutter, mentioned, 137; is ordered by 
J. Pierpont Morgan, as a defender of the cup, 
201 ; dimensions of, 202 ; is a finer Defender 
in model, 202 ; is launched, 202 ; shows supe- 
rior speed in first trial against Defender, 202 ; is 
considered handsomest yacht afloat, 202 ; is 
commanded by Charles Barr, 202 ; is dismasted, 
202; wins the Astor cup, 1899, 203 ; defeats 
Defender in a close race to Vineyard Haven, 
203 ; defeats Defender in a special race, 203 ; 
defeats Defender in trial races, 203 ; is formally 
selected to defend the cup, 204 ; official measure- 
ments of, for match with Shamrock L, 206 ; 
allowance of, to Shamrock I., 207; fails to 
make a race with Shamrock 1. on seven con- 
secutive race days, 207-209 ; defeats Sham- 
rock L in first race for the cup, 1899, 209 ; has 
a sail-over in second race for cup, 210 ; defeats 
Shamrock L in last race for cup, 211 — 
214; is again in commission, in 1901, 218; 
comparison of model of Constitution with, 219 ; 
is in charge of E. D. Morgan, 224 ; sailing- 
master of, 224 ; has a Scandinavian crew, 224 ; 
defeats Vigilant and Ailsa, yawls, off Glen Cove, 
224 ; defeats Constitution at their first meeting, 
off Newport, 226 ; is disabled, 226 ; is measured 
for Newport Y. R. A. races, 226 ; is defeated by 
Constitution in first Y. R. A. race, 228 ; is 
defeated by Constitution in second race, 228 ; 
defeats Constitution and Independence in third 
Newport Y. R. A. race, 230 ; races of, .against 
Constitution, in N. Y. Y. C. cruise, 231, 232; 
wins the Astor cup race from Constitution, 232 ; 
(Iefe.\t3 Inili|iciultnce in first race, Newport 

5J 



INDEX 



y. R. A. second series, 7,^2 j wins by a close 
margin from Independence in a record-malcing 
race, 236 ; fastest time of, in 1901 cup matches, 
mentioned, 237; time of in final race against 
Independence mentioned, 237; is beaten by 
Constitution in four Larchmont Y. C. races in 
light weather, 238, 239 ; defeats Constitution in 
first Sewanhaka-Corinthian Y. C. race, 239 ; 
finishes alone in second, 239 ; wins first trial 
race from Constitution, 239 j is disqualified in 
second trial race, 240 ; is again selected to de- 
fend the cup, 240, 241 ; management of, con- 
trasted with that of Constitution, 242, 243 ; 
summary of season's races of, 244 ; is docked 
before cup race at South Brooklyn, 255 j official 
measurements of, 256 ; leads Shamrock II. in 
unfinished race at their first meeting, 257-259 5 
wins by a small margin over Shamrock II. 
in first race for the America's cup, 1901, 260- 
264 ; third meeting of with Shamrock II. re- 
sults in no race, 263 ; defeats Shamrock II. in 
second race for the America's cup, 264-267 j 
average speed of, per mile, in second cup race, 
267 ; fast time of, in last race with Independ- 
ence, referred to, 268 ; gain of, over Sham- 
rock II., in three cup races, 271 ; is outsailed 
by Shamrock II. in final cup race, but wins on 
allowance, 268-271 ; match of, with Shamrock 
I., mentioned, 288, 289 ; mentioned, 290, 303, 
307, 309, 311, 312, 316, 323, 330; race of, 
against Independence August 3d, 1 901, described, 
355-360; record of, in America's cup races, 
373 ; see also list of illustrations. 

Comet, see Thistle, 173. 

CoMSTOcK, Andrew, sailing-master of Magic, sails 
Columbia, (schooner), Oct. 19th, 1871, 71. 

CoMSTOCK, Nelson, is mate of the America, 12 ; 
is sailing-master of Columbia (schooner), 71. 

Constance, schooner, trial proposed for, with 
the America, 30; is in R. Y. S. regatta, 23, 

Constitution, cutter, is built for cup defence, 
a 1 8, 219 ; dimensions of, 219 ; construction of, 
described, 220-222 ; trials of, 222, 223 ; 
owners of, 223 ; is managed by W. Butler Dun- 
can, 223 ; sailing-master of, 223 ; is dismasted, 
223 ; is officially measured, 223 ; length of, 
compared with Defender and Columbia, 223 ; pre- 
sents various undesirable features, 224 ; earlier dates 
for, are cancelled, 224 ; is defeated by Columbia 
in their first race, 226 ; is measured for races of 
Newport Y. R. A., 226 ; defeats Columbia 
and Independence in first and second Newport 
Y. R. A. races, 228 ; is defeated by Columbia in 
third Newport Y. R. A. race, 230 ; races of, 
against Columbia on N. Y. Y. C. cruise, 231, 

232 ; is defeated in Astor cup race by Columbia, 
232; statement by W. Butler Duncan concern- 
ing, 232 5 is taken to Bristol for change in sails, 

233 ; wins four Larchmont Y. C. races from 
Columbia in light weather, 238, 239 ; loses first 
Seawanhaka-Corinthian Y. C. race to Colum- 
bia, 239 ; is withdrawn in second, 239 ; goes to 
Bristol for finil overhauling, 239 ; is defeated in 
first trial race by Columbia, 239 ; is driven off 
the line by Columbia in second trial race, 240 ; 
is given race after disqualification of Columbia, 
240 ; is rejected as a cup defender, 241 ; failure 
of, is much discussed, 241 ; criticism of manage- 



[ 386 ] 



ment of, 242, 243 ; sails of, a reproach, 243 ; 
is laid up at New London, 244 ; summary of 
season's races of, 244; mentioned, 290, 291, 
302, 303, 307, 309, 311, 312, 316, 323, 330, 
367 j see also list of illustrations. 

Cora, sloop, mentioned, 78. 

Corona, schooner, is flagship of N. Y. Y. C, 
143; mentioned, 241. (See also Colonia. ) 

Corsair, steam-yacht, flagship N. Y. Y. C, 1899, 
mentioned, 204 ; is in patrol fleet at cup races, 
1899, 206. 

CowEs Roads, see list of illustrations. 

Cranfield, Capt. William, is sailing-master of 
Valkyrie II., 145 ; is sailing-master of Valkyrie 
III., 161. 

Crocker, Capt. Aubrey, is sailing-master of 
Puritan, 98. 

Crowninshield, Bowdoin B., is named as designer 
of Independence, 292 ; mentioned, 295, 297, 
298, 302, 307, 310; is in charge of Independ- 
ence on trip around Cape Cod, 325. 

Cuthbert, Capt. Alexander, designs and builds 
Countess of Dufferin, first Canadian challenger 
for the America's cup, 76 ; receives inspiration 
from American models, 78 ; consoles himself 
philosophically after the cup races, 82; encounters 
financial difficulties, 82 ; takes Countess of Duf- 
ferin back to lakes, 82 ; is given credit for pro- 
ducing a fast schooner, 82 ; is again heard from 
as a challenger, 82, 83 ; designs and builds the 
sloop Atalanta, second Canadian challenger, 8 3 ; 
is not discouraged by defeat of Atalanta, 88 ; 
announces intention of trying again with Atalanta, 

88 ; models of challengers designed by, not in N. 
Y. Y. C. model room, 88 ; credit belonging to, 

89 ; as owner of Atalanta named in record of 
America's cup races, 372. 

Cuthbert, Alexander G., son of Capt. Cuthbert, 
and yacht designer, mentioned, 88. 

Cuthbert, Annie, sloop, mentioned, 78. 

Cutters, first vessel to have cutter rig, 34 ; type 
in favor in England, 92 ; make deep impression 
on minds of Americans, 94 ; combination of 
type with sloop, 94 ; first American, 94 ; differ- 
ence in, and sloop, 95. 

Dauntless, schooner, ocean race of Cambria with, 
is proposed, 49 ; description of, 50 ; is defeated 
by Cambria in ocean race, 50 ; is in America's 
cup race 1870, 53, 54, 55 ; defeats Cambria off 
Sandy Hook, 57 ; wins Douglas cup off Sandy 
Hook, 57; loses topmast off Newport, 57; 
meeting on board of, to consider second Ashbury 
challenge, 63 ; is reserved with three other vessels 
for cup defence, 1871, 66; is disabled before 
race of Oct. 19th, 1871, 71 ; hands from, sent 
aboard Columbia, 71 ; is at line Oct. 21st, 1871, 
72 ; accompanies racers, 72 ; defeats Livonia in 
private match, 73 ; losing of Brenton Reef cup 
by, to Genesta, mentioned, 376 ; defeat of, by 
Genesta, for Cape May cup, mentioned, 377; 
see also list of illustrations. 

Day, Thomas Fleming, editor of Tie Rudder, 
expresses hope the cup might go abroad, 244, 
245 ; gives cause of dismasting of Shamrock II., 
248. 

De Luze, Louis P., civil engineer, testifies at Dun- 
raven inquiry, to trim of Defender, 190. 

Decie, H. E., buys the America, 40. 



INDEX 



Deed of Gift, see " America's cup," and " New 
York Yacht Club." 

Deer Isle, Me., supplies first Yankee crew em- 
ployed in defence of cup, 157. 

Defender, cutter, is ordered by a N. Y. Y. C. 
syndicate as a cup defence vessel, 156 ; is first 
keel boat to defend the cup, 156; description 
and dimensions of, 156 ; saving in weight in, by 
use of aluminum, 156; is not strong structur- 
ally, 1565 is favored throughout career, 157; 
is rebuilt in 1899, 157 ; deterioration of, through 
galvanic action, 157; short career of, 157; 
construction of, justified, 157 ; model of, a re- 
sult of evolution, 157; is like British vessels, 
157; is sailed by Capt. "Hank" HaflF, 157; 
is given first sailing trial, 157; outsails Colonia, 

157 ; spars and sails of, unsatisfactory, 157; prac- 
tice races of, against Vigilant, productive of fric- 
tion, 157, 158; meets with minor accidents, 

158 j protests against handling of, by Vigilant, 
158 ; meets Vigilant, Volunteer and Jubilee on 
N. Y. Y. C. cruise, 158; Vigilant withdrawn 
from contests with, 158 ; is disabled in Goelet 
cup race, 158 ; foul of, by Valkyrie III., men- 
tioned, 159 ; defeats Jubilee in an individual race, 

160 ; grounds on a sandbar, 160 ; meets Vigilant 
in trial race, 160; has a mishap, 160; goes 
aground at Bristol, 160 ; receives a new mast 
and steel boom and gaff, 1 60 j defeats Vigilant 
in second trial race, 160; claimed not to be 
structurally weak, 160 ; wins third trial race, 

161 ; conditions for races of, with Valkyrie III., 
signed, 163 5 dimensions of, from official meas- 
urements, 163 ; defeats Valkyrie III. in first 
cup race of 1895, 165, 166; is remeasured with 
Valkyrie III., 166; is fouled by Valkyrie III. 
before start of second cup race, 167 ; is defeated 
after foul by Valkyrie III., which is later dis- 
qualified, 168, 169 ; photographs of, during 
foul, as evidence on protest, 169 ; has a sail- 
over in third race, Valkyrie III. withdrawing, 
172, 173 ; conditions of match with Valkyrie 
III. mentioned, 1 77; carries 85 tons of lead in 
keel, 189 j testimony at Dunraven hearing rela- 
tive to trim of, 190 ; reference to cost of, aoi ; 
is practically rebuilt as a trial vessel for Columbia, 

202 ; is defeated by Columbia in a special race, 

203 ; is defeated by Columbia in close race to 
Vineyard Haven, 203 ; is defeated by Columbia 
for the Astor cup, 1899, 203 ; is defeated by 
Columbia in trial races, 203 ; comparison of 
model of Constitution with, 219 ; mentioned, 
241 ; match of, with Valkyrie III., mentioned, 
277 ; is unfit to serve as a trial vessel for Inde- 
pendence, 1901, 324; mentioned, 335; record 
of, in America's cup races, 373 ; see also list of 
illustrations. 

Dewey, George, Admiral U. S. N., is on list of 
honorary members N. Y. Y. C, 1901, 286. 

Denny, William & Brother, as builders of 
Shamrock II., mentioned, 246. 

Depau, Louis A., is an original member N. Y. 
Y. C, 2. 

Dickerson, John S., as owner of Madeleine, men- 
tioned, 79 ; serves on America's cup committee, 
1887, 119 ; as owner of Madeleine, named in 
record of America's cup races, 372. 

Distanj' Shoke, cutter, named in challenge for the 
America's cup from Charles Day Rose, 1895, 



177 j designed by Watson, 178; ultimately 
built as Kariad, 178. 

Douglas, William P., owner of Sappho, cup is 
offered by, 57; cuts James Ashbury at Havre, 
74 ; is part owner of Priscilla, 1885, 99 ; offers 
cups for schooners and single-masted vessels, 
1885, 106; as owner of Sappho mentioned in 
record of America's cup races, 372. 

Dreadnaught, schooner, accompanies racers Oct. 
2ist, 1871, 72 j wins the Cape May cup, 377 ; 
is defeated for Cape May cup by Idler, 377. 

Dreamer, steam-yacht, mentioned, 328 ; as con- 
sort of Independence mentioned, 335 ; mentioned, 
356, 358. 

Drexel, John R., is a governor of Newport 
Y. R. A., 1901, 227. 

Dufferin and Ava, MARguis OF, is on list of 
honorary members, N. Y. Y. C. in 1901, 285. 

Dufferin, Countess of, schooner, first Canadian 
challenger, is built, 76 ; arrives in N.Y., 77, de- 
scription of, 77 j is criticised by salt-water sailors, 

78 ; is an American model, 78 ; joins Brenton 
Reef eup racers, 79 ; is docked at Port Richmond, 

79 ; is in charge of Capt. "Joe " Elsworth, 79 ; 
is defeated by Madeleine, 81, 82 ; career of, 82 ; 
mention of photograph of, 88; model of, not in 
N.Y.Y.C. model room, 88 ; record of in Amer- 
ica's cup races, 372 ; see also list of illustrations. 

Duncan, W. Butler, is manager of Defender as a 
trial vessel for Columbia, 202 ; is manager of 
Constitution, 223 j makes statement regarding 
Constitution, 232 ; is blamed for failure of Con- 
stitution, 241 ; represents the N. Y. Y. C. on 
board Shamrock II. in cup races, 257 ; men- 
tioned, 322 ; regrets he cannot start Constitution 
in Indian Harbor Y. C. race ^against Independ- 
ence, 329. 

Dunraven, Earl of, challenges for the America's 
cup, 132; asks for five races, 132; challenge 
of, fails of confirmation by the R. Y. S., 133 ; 
letter of, embodying objections of English yachts- 
men to deed of gift, 134, 135 ; second challenge 
of, for the America's cup, 135, 136; conces- 
sions obtained by, incorporated in second chal- 
lenge, 136; revival in yacht designing follows 
second challenge of, 137; conditions secured by, 
from N. Y. Y. C, 145 ; titles of, 145 ; makes 
a statement concerning the cup races of 1893, 
151 j begins correspondence, looking to a third 
challenge for the cup, 153; wishes to race off 
Marblehead, 153 ; is granted privilege of racing 
with fastest British yacht, 153 ; requests modi- 
fied conditions, 153 ; third challenge (1895) of, 
is received, 154; asks reduction of ten-months' 
notice, 1 54 ; argues in favor of one-gun start, 
154, 155; controversy under challenge of, re- 
garding custody of the cup, 155 ; challenge of, is 
accepted, 155 ; ten-months' notice is changed to 
eight-months', 155; associates of in ownership 
of Valkyrie III., 161 ; signs agreement to con- 
ditions for Defender- Valkyrie III. races, 163 ; 
suggests possibility of fraud in measurement of cup 
contestants, 1 64 ; requests that cup contestants 
be marked at water-line, 1 64 ; request of, that 
vessels be marked at water-line, is acted on, 165 ; 
charges that Defender sailed first cup race on 
more than measured length, 166; rcmeasure- 
mcnts of cup contestants in accordance with 
request of, 166; accompanied by daughters on 



[ 387 ] 



INDEX 



Valkyrie III. in second cup race, 167 ; lays 
blame of foul on Defender, 169; declines to 
resail races, 1 70 ; refuses to finish series unless 
guaranteed clear course, 170, 171 ; refuses to 
withdraw threat not to sail, 1 72 ; withdraws 
from cup races, 172; is at tiller of Valkyrie 11. 
when she is sunk by Satanita, 172; excerpts 
from report of, to Royal Yacht Squadron, on 
cup races, 173-176 ; no cause for complaint of, 
that he did not receive fair play in cup races, 
176 ; attitude of, a disappointment, 177 ; charges 
of fraud by, arouse indignation, 1 79 ; charges of, 
printed in the London Field, 1 79 ; returns to 
England and repeats charge of fraud, 179-181 5 
expresses willingness to appear before committee of 
inquiry of N. Y. Y. C, 182; base of claim made 
by, that he was denied opportunity to prove fraud, 
184; repeats charges against N. Y. Y. C. in a 
speech at Cardiff, 184, 185 ; inquiry into charges 
of, begins, 187 ; does not attempt to prove charges 
at inquiry, 1 87; puts onus of publicity on 
N. Y. Y. C, 187; reasons of, for publishing 
charges are set forth by counsel, 187, 188 j 
testimony of, at hearing, not conclusive, 188, 
189; cross-examination of, by Mr. Choate, 
191— 193 ; decision of committee of inquiry 
that charges of, had their origin in a mistake, 
194; is expected to make apology to N. Y. 
Y. C, 195 ; is not sustained in England, 195 ; 
makes no apology, 195 ; re-argues his case, 195 ; 
is asked to resign, 1 95 ; offers resignation, but is 
expelled, 196, 197 ; hearing on charges of, re- 
ferred to, 277, 279 J as owner of Valkyrie II., 
and part owner of Valkyrie III., named in record 
of America's cup races, 373. 

DupoNT, torpedo-boat, is in patrol fleet at cup 
races, 1899, 206. 

DuRYEA, Herman B., is a governor of Newport 
Y. R. A., 1901, 227. 

Eastern Yacht Club, prominent members of, 
build Puritan, 98 ; Puritan wins in regatta of, 
1885, 98 ; fund of, to Edward Burgess, 138 ; 
defence of cup by, mentioned, 363. 

Earle, Joseph P., as part owner of Gracie, sloop, 
mentioned, 84 ; writes to the press on rejection 
of Gracie for cup defence, 8 5 . 

Eclipse, cutter, is in R. Y. S. regatta, 23. 

Edgar, William, is an original member of N. Y. 
Y. C, 2. 

Edson Manufacturing Co., manufacturers steer- 
ing gears, mentioned, 350. 

Edward VII., King of England, as commodore of 
R. Y. S., mentioned, 17 ; as ownerof Brittannia, 
cutter, mentioned, 203 ; is on board Shamrock 
when that vessel is dismasted, 247 ; is on list of 
honorary members, N. Y. Y. C. in 1901, 285 ; 
reference to friendship of (when Prince of Wales), 
for Sir Thomas Lipton, 287, 288 ; influence of, 
fails to secure admission of Sir Thomas Lipton to 
the Royal Yacht Squadron, 290 ; mentioned, 
363. 

Electra, steam-yacht, mentioned, 333, 356, 357. 

Ellis, Ralph W., correspondence of, as secretary 
Newport Y. R. A., with Thomas W. Lawson, 
321-324. 

Elmina, schooner, mentioned, 356- 

Elsworth, Capt. "Joe," is pilot of Countess of 
Dufferin, 79 ; mentioned, 109. 



[ 388 ] 



Elswobth, Philip, designer of Atlantic, sloop, 
mentioned, 109. 

Enchantress, schooner, accompanies racers, Oct. 
2ist, 1871, 72 j takes the Cape May cup on a 
sail-over, 377. 

Erin, steam-yacht, convoys and tows Shamrock I. 
on Atlantic voyage, 204 j is in patrol fleet at 
cup races, 1899, 206 ; social festivities on board 
of, 214; conveys King Edward VII., to Sham- 
rock II., 247 ; convoys and tows Shamrock II. 
on Atlantic voyage, 249, 250 ; mentioned, 288. 

Eustis, W. E. C, serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for 
Lawson prizes, 300. 

Evans, Capt. Robley D., U. S. N., is placed in 
charge of government patrol fleet at cup races, 
1899, 206 ; is on list of honorary members 
N. Y. Y. C, 1901, 286. 

Everett, Dr. William, mentioned, 125. 

Eyre, W. J., as owner of Atalanta, sloop, men- 
tioned, 88. 

Fanny, sloop, mentioned, 117. 

Fay, J. C. & Company, as builders of Valkyrie I., 
mentioned, 132. 

Fzrnande, schooner, is in R. Y. S. regatta, 23, 24. 

Fife, William, Jr., as designer of Clara and 
Minerva, mentioned, 137 j as designer of Ailsa, 
mentioned, 141 ; designs Shamrock I., 200 j 
biographical sketch of, 200 ; is put aside by Sir 
Thomas Lipton after defeat of Shamrock I., 216. 

Fish, Latham A. , is part owner of Atlantic, sloop, 
109 ; serves on committee to change deed of 
gift, 128 ; serves on America's cup committee, 
1889, 132 j serves on America's cup committee, 
l^95> 153 i Lord Dunraven makes charge to, 
implying fraud, 166 ; is mentioned in Lord 
Dunraven's charge, 180, i8l ; testimony of, at 
hearing on Dunraven charges, 188, 189 ; text of 
memorandum made by, relative to Lord Dun- 
raven's request for remeasurement, 189. 

Fish, Capt. Robert, yachting skipper and 
modeller, mentioned, 50, 99. 

Fleetwing, schooner, is in ocean race, 46 ; is in 
America's cup race, 1870, 53. 

Flint, Charles R., as part owner of Gracie, 
sloop, mentioned, 84 ; writes to the press on 
rejection of Gracie for cup defence, 85 ; is part 
owner of Vigilant, 139. • 

Forbes, J. Malcolm, as part owner of Puritan, 
mentioned, 95; is owner of Volunteer, 124; 
replaces August Belmont on America's cup com- 
mittee, 1901, 241 ; as part owner of Puritan 
named in record of America's cup races, 372. 

Forbes, Capt. R. B., joins first N. Y. Y. C. 
cruise, 2. 

Forbes, W. H., as part owner of Puritan, men- 
tioned, 96. 

Fortuna, schooner, defeats the America, 43. 

Foster, C. H. W., is on Independence on trip 
around Cape Cod, 325 ; mentioned, 356. 

Freak, cutter, is in R. Y. S. regatta, 23, 25. 

Fremont, J. C, Lieut. -Commander U. S. N., 
is in command torpedo-boat division, patrol fleet, 
at cup races, 1899, 206. 

Froude, Prof. William, designer of model-testing 
tank, mentioned, 252. 

Fulton, E. M. Jr., as part owner of Vigilant, 
mentioned, 139. 



INDEX 



Gage, Hon. Lyman, secretary of treasury, first 
enforces law for keeping clear courses in cup 
matches, zo6. 

Galatea, cutter, challenge in behalf of, for the 
America's cup, 92 j races asked for in Septem- 
ber, 1885, 92 j arrives from England, 109 ; joins 
N. Y. Y. C. cruise, 109 j is not considered by 
Americans equal to Genesta, iio; description, 
of, 1 10 J popular interest in, no; is defeated 
by Mayflower in cup races, 1 1 1-114; winters 
in America, 1886-7, ii4; races in 1887, 
with indifferent results, 114; Lieut. Henn chal- 
lenges to race her around Bermuda, 114; men- 
tioned, 115 ; sails for England, 125; terms of 
races with, referred to by N. Y. Y. C, 132; 
becomes a houseboat, 173 ; record of, in Amer- 
ica's cup races, 373 ; see also list of illustrations. 

Gardner, John L., as part owner of Puritan, 
mentioned, 96. 

Gardner, William Amory, is owner of May- 
flower in 1901, no; is part owner of Pilgrim, 
140. 

Gay, William O., serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for Law- 
son prizes, 300 ; as owner of Athene, sloop, 
mentioned, 325. 

Genesta, cutter, challenge in behalf of, for the 
America's cup, 92 ; races asked for in August, 
1885, 92; arrangements for match with, pro- 
gress smoothly, 93; arrives at N. Y., 100; 
description of, 100 ; difference of, from Puritan, 
101 ; defeats best English cutters, loi ; Ameri- 
can comment on, 101 ; is led by Puritan on 
first meeting, loi ; is fouled by Puritan, loi ; 
meets Puritan third and fourth times without 
results, 102 ; is defeated by Puritan in cup races, 
102-105 ) makes a fine showing in last cup 
race, 105 ; wins Bennett-Douglas, Brenton Reef 
and Cape May cups, 1 06 ; returns to England, 
106 ; mentioned, 107, 1 1 5 ; is defeated by Thistle, 
1887, 117 ; terms of races with, referred to by 
N. Y. Y. C., 132; final race of, against Puri- 
tan mentioned, 148 ; is broken up, 173 ; men- 
tioned, 250 ; record of, in America's cup races, 
372; winning of Brenton Reef cup by, men- 
tioned, 376; resigns Brenton Reef cup to Bri- 
tannia, 376 ; winning of Cape May cup by, 
mentioned 377 ; see also list of illustrations. 

Gerry, Elbridge T. , serves on the America's cup 
committee, 1887, 119; serves on committee to 
change deed of gift, 128 ; serves on the America's 
cup committee, 1889, 132; is governor of New- 
port Y. R. A., 1901, 226; mentioned, 333. 

Gherardi, Bancroft, Rear-Admiral U .S. N., 
is on list of honorary members, N. Y. Y. C, 
1901, 285. 

Gikforu, Maj. Charles, challenges to sail for the 
America's cup, with Countess of Dn^erin, 76 ; 
asks that six-months' notice be waived, 76 ; asks 
if one or more vessels will be sent against Coun- 
tess of Duffcrin, 77 ; asks postponement of races, 
79 ; share of, in Countess of Dufferin is sold, 
82 ; as part owner of Countess of Dufferin, 
mentioned in record of America's cup races, 372. 

GiMCRACK, schooner, N. Y. Y. C. is founded on 
board of, 2. 

Gloriana, forty-six-footer, description of, 137; 
record of in first season, 137; menrioned, 138; 
reference to model of, 139 ; mentioned, 157. 



[ 389 ] 



GoDDARD, William G., offers cup for special race 
between Columbia and Defender, 203. 

Gooding, Capt. George H., commands cutter 
Windom in patrol fleet at cup races, 1899, 
206. 

Gipsy Queen, schooner, isinR. Y. S. regatta, 23, 
24. 

Gitana, schooner, defeats the America, 43. 

Glennie, Arthur, rear commodore of Royal Ports- 
mouth Y. C, is on Valkyrie III., 1895, 167. 

Goelet Cup, is won by Bedouin, 1883, 99; is 
won by Puritan, 1885, 99; is won by May- 
flower, 1886, 109 ; is won by Volunteer, 1887, 
117; how long sailed for, 377. 

Goelet, Ogden, character of cups offered by, 

377- 

Gondola, schooner, a match for, against the Amer- 
ica is proposed, 22. 

Gould, George J., fits out Vigilant as a trial-vessel 
for Defender, 157. 

Gracie, sloop, wins Ashbury cup off Newport, 56 ; 
is in first trial race, 1881, 84 ; is rejected as cup 
defender, 84, 85 ; is at line and again rejected, 
86 ; goes over course with racers, 87; see also 
list of illustrations. 

Graham, Sir Bellingham, visits the America, 

17- 

Granby, Sheppard, serves on the America's cup 
committee, 1871, 63. 

Grant, General U. S., visit of, to Cambria men- 
tioned, 58. 

Grant, Richard, secretary R. Y. S., sends chal- 
lenge of Dunraven for the America's cup, 132. 

Gray, Francis, serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for Law- 
son prizes, 301. 

Gray, William, as part owner of Puritan, men- 
tioned, 96. 

Grayling, schooner, mentioned, 109. 

Greeley, H., advises against racing the America, 

14- 
Gresham, revenue cutter, is in patrol fleet at cup 

races, 1899, 206. 
Grew, Henry S., zd., serves on a committee in 

Hull-Massachusetts Y. C. to arrange races for 

Lawson prizes, 301. 
Grinnell, Moses H., serves on America's cup 

committee, 1871, 63. 
Griswold, Chester, serves on regatta committee 

of N. Y. Y. C, 166. 
Guinevere, schooner, mentioned, 74. 

Haight, Charles Coolidge, serves on the Amer- 
ica's cup committee, 1887, 119. 

Haight, Gilbert L. , serves on the America's cup 
committee, 1887, 119. 

Hall, Capt. David A., is in command cutter 
Onondaga at cup races, 1899, 206. 

Hall, J. Prescott, presides at dinner to John C. 
Stevens and associates, 26. 

Haff, Capt. Henry Clayton, is selected to sail 
Volunteer, 117; mention of career of, 117; is 
sailing-master of Colonia, 1893, 139; is sailing- 
master of Defender, 1891;, 157; claims Defender 
was properly sailed in disputed start against Vigi- 
lant, I S9 ; is at wheel of Defender when h)uK'd 
by Valkyrie IlL, 167; testifies at hearing on 
Dunraven charges, 189; testimony of, at Dun- 
raven inquiry, regarding weights on Defender, 



INDEX 



191 ; is sailing-master of Independence, 274; 
mentioned, 301, 304, 351, 356, 357, 358, 

359- 

Halcyon, schooner, is in America's cup race, 1 870, 
53 ; is in race for schooners off Newport, 57. 

Hamilton, Col. James A., represents George L. 
Schuyler in racing the America, la ; letter of to 
Lord Desart, 20 ; standing of, 30 ; notes of, on 
courtesies received in England, 31, 32 ; excerpts 
from "Reminiscences" of, 14, 18,26,27, 31, 

34- 

Hansen, Capt. William, is sailing-master of 
Vigilant, 1893, 139. 

Harvey, John, as designer of Muriel, cutter, 
mentioned, 95 ; as designer of Bedouin, cutter, 
mentioned, 99. 

Hathorne & Steers, ship-building firm of George 
Steers, mentioned, 4, 5. 

Hemenway, Augustus, as a part owner of Puritan, 
mentioned, 96. 

Henderson, B. D., is Lord Dunraven's representa- 
tive on Defender, 167. 

Henderson, D. and W. & Co., as builders of 
Thistle, mentioned, 1 1 S j as builders of Val- 
kyrie n., mentioned, 145 ; as builders of 
Valkyrie HI., mentioned, 161. 

Henn, William, Lieutenant R. N., owner of Gala- 
tea, challenge in behalf of, is received by the N. Y. 
Y. C, 92 ; challenge of, is definitely accepted by 
N. Y. Y. C, 107; crosses Atlantic on Galatea, 
109; biographical sketch of, 109; is ill during 
second cup race, 1886, II2j request of, for 
shorter course, not granted, 112; meets defeat 
with good nature, 114; is popular with Ameri- 
cans, 114; challenge of, to race around Ber- 
mudas not taken, 114 ; racing of, for America's 
cup has true spirit of sport, 114; reference to, 
171 ; as owner of Galatea, named in record of 
America's cup races, 373. 

Henrietta, schooner, wins ocean race, 46. 

Herreshoff, Nathaniel G., biographical sketch 
of, 137; produces Navahoe, Vigilant and Colo- 
nia, 138; sails Vigilant in cup races, 1893, 
139 ; contempt of, for the public, 144 ; no one 
found in 1895 to take chances against, in design- 
ing a cup defender, 156 ; designs and builds De- 
fender, 156; uses aluminum freely, 156; puts 
unsatisfactory sails and spars on Defender, 157 ; 
lack of correct information about boats built by, 
163 ; testifies at inquiry on Dunraven charges, 
1 89 J is given an order to design and build Colum- 
bia as a cup defence vessel, 20 1 ; aims at great 
secrecy in building Columbia, 201, 202 ; designs 
and builds Constitution as a cup defence vessel, 
218, 219; sails made by, for Constitution, severely 
criticised, 243 ; is much chagrined over Consti- 
tution's rejection, 2445 mentioned, 298, 302, 
366. 

HiBBS, Frank W., assistant naval constructor, 
testifies in Dunraven inquiry, to trim of De- 
fender, 190. 

HiGGiNSON, F. L., as part owner of Puritan, 
mentioned, 96. 

HiLDEGARDE, schooner, is placed at disposal of Mr. 
Lawson as trial vessel for Independence, 324. 

HiLDEGARD, sloop, is in trial race, 1881, 84. 

HiLLiARD, J. B., as part owner of Thistle, men- 
tioned, 115. 

HoBsoN, Richmond Pearson, naval constructor, 



[ 390 ] 



reference by, to use of aluminum in Defender, 
156. 

Hodges, C. E., serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for Law- 
son prizes, 301. 

Hogarth, Capt. Archie, is sailing-master of 
Shamrock I., 204. 

Holmes, Dr. Oliver Wendell, excerpt from letter 
of, on Volunteer's victory, 125. 

Hone, Robert S., serves on the America's cup 
committee, 1871, 63. 

Hooper, James R., serves on a committee in Hull- 
Massachusetts Y. C. to arrange races for Law- 
son prizes, 300. 

Hopkins, Dr. Barton, as part owner of Vigilant, 
mentioned, 1 39. 

HoRTON, Rev. E. A., mentioned, 125. 

Horton, Edward N. , is on Independence on trip 
around Cape Cod, 325. 

HovEY, Henry S., as part owner of Puritan, men- 
tioned, 96. 

Hull-Massachusetts Y. C, prizes offered by 
Thomas W. Lawson for races under auspices of, 
in 1901, 300; committee of, on same, 300, 
301 ; waives right to cup if defended by Inde- 
pendence, 319; Independence is enrolled in, as 
her only club, 328. 

Hutchinson, Charles C. , dealer in nautical instru- 
ments, mentioned, 350. 

Hyslop, John, measurer, N. Y. Y. C, men- 
tioned, 2; builds Petrel, cutter, 1876, 94; 
mentioned, 163 ; testifies at inquiry on Dunraven 
charges, 1 89 ; measures 90-footers at Newport, 
1 901, 226 ; measures Columbia and Shamrock 

n., 256. 

Idler, schooner, defeats the America, 42 ; is in 
the America's cup race, 1870, 53-55 ; de- 
feats Cambria, 57; is in race for schooners off 
Newport, 57 ; is in Brenton Reef cup race, 
1876, 79; wins Brenton Reef cup, 376; wins 
Cape May cup, 377. 

Independence, cutter, building of, mentioned, 219 ; 
is launched, 224 ; proves fast, 224 ; has accident 
to balance rudder, 224 ; balance rudder of, is 
taken out, 225 ; mast is cut down, 225 ; breaks 
her steering gear, 225 ; receives hard usage 
rounding Cape Cod, 225 ; is docked at New 
London, 225 ; great interest in, at Newport, 
226 ; is measured, 226 ; is sluggish in first race 
off Newport and badly beaten, 227, 228 ; is de- 
feated in second Newport Y. R. A. race, 228 ; is 
lightened by removal of lead, 228 ; sails a fine race 
after losing topmast, 229, 230 ; proves to have 
raced leaking, 231 ; is docked at New London 
for alterations and repairs, 231 ; steers badly and 
loses first race, second series, Newport Y. R. A., 
233 ; is fouled by Columbia in second race, 
second series, Newport Y. R. A., 234; sails a 
brilliant race, 234, 235 ; makes record time at 
reaching in fastest race ever sailed by 90-footers, 
234—236 ; loses by 40 seconds, 236 ; fast 
time in final race of, mentioned, 237 ; is praised 
for fast reaching, 237 ; has no opponents for 
Indian Harbor Y. C. races, 237 ; is not invited 
to sail in Larchmont Y. C. races, 237, 238 ; 
returns to Boston and is broken up, 238 ; sum- 
mary of races of, 244 ; fast time of, in last race, 
referred to, 268 ; first steps toward building of. 



INDEX 



reviewed, 2.91 ; quick work in preparations for 
building of, 300 ; public controversy concerning 
status of, 300 ; naming of, 301 j mentioned, 
301, 30a, 303, 307, 308, 309, 310, 311, 
313. 3iS> 316, 317. 318. 3^0; 's given 
extra races by Newport Y. R. A., 321 j men- 
tioned, 321, 322, 323, 324 j reference to early 
career of, 3 24 ; effort to secure Defender as a 
trial vessel for, 324; Jubilee is offered as a trial 
vessel for, 324; proves deficient in structural 
strength, and develops leaks, 325 ; is docked 
through courtesy of Hon. John D. Long and 
Admiral William T. Sampson, 325 ; career of, 
blighted by hard usage in trip around Cape Cod, 
325; character of damages sustained by, 326; 
character of repairs made on, at New London, 

326 ; sails first Newport races with fin full of 
water, 326 ; heavy force-pump is installed on, 

327 5 character of worst leaks in, 327 ; charac- 
ter of repairs made on second hauling out at New 
London, 327 ; hull of, works badly in final races 
at Newport, 327 j is managed in first and second 
series of races by Charles Francis Adams, 2d 
and Dr. John Bryant, respectively, 328 ; name 
of, does not appear in any shipping register, 

328 j is enrolled in but one club, 328 ; facts 
demonstrated by racing of, 330; reasons for 
breaking up of, 330; is in commission only 
three months, 330, 331 ; disposition of mate- 
rials in, 330, 331 5 career of, dispels many 
fallacies and re-establishes some truths, 333 ; de- 
tails of construction and cost of, 335—352 ; dates 
of signing contract for, and laying down, com- 
pletion, etc., of, 336; text of contract and 
specifications for, 336-339 ; dimensions of, 339 ; 
last race of, as described by A. G. McVey and 
John R. Spears, 355-360; press comments on 
barring of, 363-369 ; see also list of illustra- 
tions. 

Indian Harbor Yacht Club, proposed special 
races by, for 90-footers, in 1 901, abandoned, 
237 ; is forced to abandon special races for 90- 
footers, 329. 

loNE, schooner, is in R. Y. S. regatta, 23. 

Irex, cutter, mentioned, 101 ; description of, loi ; 
thought better than Genesta, loi ; is defeated 
by Thistle, 1887, 117 ; defeats Genesta for Cape 
May cup, 377. 

Isle of Wight, course around, criticised, 27. 

IsELiN, C. Oliver, is part owner of Vigilant, 139 ; 
makes no claim to popularity, 144 ; is part 
owner of Defender, 156 ; calls statements that 
Defender is structurally weak "absurd," 160 ; 
is in charge of Defender when fouled by Valkyrie 
III., 167 ; protests Valkyrie III. for fouling 
Defender, 168, 169; protest of, is sustained, 
169 ; proposal of, to sail disputed race, declined 
by Lord Dunraven, 169, 170; asks authority of 
regatta committee to cross line in final cup race, 
173 ; letter of, to N. Y. Y. C, on Dunraven's 
charges, 1 79 ; is present with counsel at inquiry 
on Dunraven charges, 187; arranges with Sir 
Thomas Lipton for changes in conditions of cup 
match, 1899, 204; serves on tlic America's 
cup committee, 1900-1901, 217; sells interest 
in Columbia to E. D. Morgan, 224 ; as part 
owner of Defender, named in record of Ameri- 



ca s cup races, 373. 



[3 



Jameson, W. G. , amateur manager of Shamrock 
II., is in charge when vessel is dismasted, 247. 

Jarvis, Stinson, declares deed of gift illegal, 362. 

Jay, John C, is an original member of N. Y. 
Y. C, 2. 

Jones, Frank Bowne, as chairman of Indian 
Harbor Yacht Club regatta committee invites 
Independence to sail in a special race for 90-foot- 
ers, 329 ; is obliged to announce cancellation of 
the event, 329, 330. 

Jubilee, fin-keel cutter, is produced in Boston, 
138 ; owner of, 139 ; description of, 139, 140 ; 
sailing-master of, 140 ; meets with accident on 
day of first trial race, 140 ; is second in second 
trial race, 141 ; racing length of, 142 j sails 
third trial race with broken gaff-jaw, 142 ; is 
fourth in race, 142 ; is laid up at South Boston, 
143 j proves not to have been properly rigged, 
143 ; is lengthened, and sails in N. Y. Y. C. 
cruise, 1895, 158 ; is last in Goelet cup race, 
158 ; is defeated by Defender in an individual 
race, 160; retires from racing and is laid up, 
160 ; reference to cost of, 295 ; is unfit to serve 
as a trial vessel for Independence, 1 901, 324; 
see also list of illustrations. 

Kane, S. Nicholson, serves on regatta committee 
of N. Y. Y. C, 166 ; serves on America's 
cup committee N. Y. Y. C, 1900-1901, 217. 

Kane, Woodbury, is a governor of Newport 
Y. R. A., 1901, 227. 

Kariad, cutter, is designed by G. L. Watson, as 
Distant Shore, 178 ; dimensions of, 178. 

Kellev, J. D. Jerrold, yachting writer, on effect 
of the America's model, 36, 37; on affection 
of cadets for the America, 41 ; describes first 
challenge race for the America's cup, 52— 
55; reference of, in "American Yachts," to 
Mr. Ashbury's claims, 69. 

Kelly, Hugh C, honorable secretary Royal 
Ulster Y. C, serves on committee presenting 
challenge of Sir Thomas Lipton, 200 ; repre- 
sents Royal Ulster Yacht Club on Columbia, 
1899, 207. 

Kemp, Arthur T., is a governor of Newport 
Y. R. A., 1901, 227. 

Kemp, Dixon, advises Mr. Ashbury, 63. 

Kenealy, Capt. a. j., yachting writer, men- 
tioned, 35 ; description by, of incident following 
Puritan-Genesta foul, 102. 

Kersey, H. Maitland, gives out a statement 
from Lord Dunraven, 151 ; is on Valkyrie III. 
in second cup race, 1895, 167 ; informs N. Y. 
Y. C. Lord Dunraven is willing to appear before 
its committee of inquiry, 182. 

King, Charles, president Columbia College, pro- 
poses toast at dinner to John C. Stevens and 
associates, 26. 

KiNGSLAND, Commodore G. L., as owner of 
Alarm, schooner, mentioned, 42. 

Kirby, David, builds Pocahontas, sloop, 84. 

KoRTRiGHT, Gouveiineur, serves on committee to 
change deed of gift, 128 ; serves on America's 
cup committee, 1889, 132 ; serves on America's 
cup coinmiiree, 1895, 153. 

Krehs, William, serves on America's cup com- 
mittee, 1 88 1, 83; serves on America's cup 
committee, 1887, 119; serves on America's cup 
committee, 1889, 132. 

<J1 J 



INDEX 



Lapthorne, Edwin, sailmaker, mentioned, loo, 
loi. 

Larchmont Yacht Clue, Independence not in- 
vited to enter races of, for 90-footers, 237; 
record of Columbia and Constitution in races of, 
238, 239 ; is influenced to bar Independence 
from its special race for 90-footers, 328, 329. 

Laverock, cutter, meets the America, 16. 

Lawley, George & Son, as builders of Puritan, 
mentioned, 97 ; as builders of Mayflower, men- 
tioned, 107; lengthen Volunteer, 124; as builders 
of Jubilee, mentioned, 139 ; are given contract to 
build Independence, 295 ; mentioned, 297, 300, 

335, 336, 339> 348, 349. 3Si-. 

Lawrence, Abbott, American minister to England, 
witnesses the R. Y. S. regatta, 24. 

Lawson, Thomas W., builds a yacht called Inde- 
pendence, 219 ; issues statement concerning 
condition of Independence, 231 ; is asked to sub- 
scribe ^10,000 to Boston's cup-defence fund, 
292 ; raises the subscription to ^40,000, 293 ; 
agrees to pay for the vessel in full, 293 ; position 
of, on cup defence defined, 293 ; secures opinion 
of Gen. Paine on rights in cup defence, 294 ; 
mentioned, 295 ; issues a statement on building 
of a cup-defence vessel in Boston, 296; receives 
a call from a committee of the N. Y. Y. C, 
who asks his " intentions ' ' in cup-defence mat- 
ters, 298 ; warns the public against misleading 
stories, 299 ; denies that he will give his yacht 
Independence to a N. Y. Y. C. member, 300 ; 
announces that he will offer her for cup defence, 

302 ; statds he would sink Independence rather 
than sail her by subterfuge in the cup's defence, 

303 ; stand of, is endorsed by the press, 303 ; 
commendatory editorial expression on stand of, 
303-306 ; correspondence of, with the New 
York Yacht Club, regarding Independence, 307- 
313; analysis by, of correspondence between 
himself and New York Yacht Club, 313-315 ; 
statement by, again affirming Independence would 
not be transferred, 3 1 5-3 1 7 ; position of, mis- 
represented in the press, 317; adheres to resolve 
not to transfer Independence, 318; correspond- 
ence of, with Newport Y. R. A., relative to 
Independence's races, 321-324 ; mentioned, 356, 
358, 360, 361 ; press comment on stand of, 
363-369. 

Lawton, Newbury D., as part owner of Atlantic, 
sloop, mentioned, 109. 

Laycock, Frederick, as owner of Valhalla, steam- 
yacht, mentioned, 179. 

Leach, Sir George, vice-president Y. R. A., 
mentioned, 56 ; writes on sportsmanship of 
N. Y. Y. C., 65, 66; reference by, to final 
race between Vigilant and Valkyrie II., 149. 

Ledyard, L. Cass, as commodore N. Y. Y. C, 
mentioned, 2 ; flagship of, mentioned, 143 ; 
offers resolution at N. Y. Y. C. requesting Lord 
Dunraven's resignation, 195 ; takes place of 
Commodore J. P. Morgan on America's cup 
committee, 1899, 204; serves on America's 
cup committee, 1900-1901, 217; correspond- 
ence of, as commodore N. Y. Y. C, with 
Thomas W. Lawson, relative to qualifying Inde- 
pendence to defend the America's cup, 307— 

3"3- 
Leeds, Herbert C, testifies at Dunraven inquiry, 
to trim of Defender, 191. 



[ 392 ] 



Lennox, Lord and Lady Algernon Gordon, are on 
Valkyrie II. when she is run down in the Clyde, 
172. 

Lester, C. E., assistant secretary, Newport Y. R. 
A., mentioned, 324. 

LiPPiTT, Henry F., serves on the America's cup 
committee, 1 898-1 899, 199 5 represents New 
York Yacht Club on Shamrock I., 207. 

LiPTON, Sir Thomas J., merchant and knight, 
challenges for the America's cup, 198 j standing 
of, 198 ; text of challenge from, 200 ; asks little 
and is well considered, 201 ; secures permission 
from N. Y. Y. C. to tow Shamrock I. on 
voyage across Atlantic, 204 ; has conference 
with Mr. Iselin, regarding change in conditions 
of cup match, 204 ; announces intention to send 
a second challenge for the cup, 214; requests 
change in starts and time limit, 217 ; request of 
for one-gun start denied, 218 ; first season of, as 
a challenger counted a success socially, 214, 
215 ; announces plans for second attempt to 
"lift the cup," 216; second challenge of, is 
received, 216 ; hope expressed in an American 
yachting paper that he wins, 244, 245 ; asks for 
one month's delay in races owing to accident 
to Shamrock II., 248 ; receives postpone- 
ment requested, 248 ; proposes that races be 
sailed every day, and secures provisional agreement, 
264 ; expresses keen disappointment in Sham- 
rock II., 268 ; compares designer George L. 
Watson with Herreshoff, 268 ; makes proposal 
to challenge again with Shamrock II. for races 
in 1902, 271 ; proposal of, is rejected, 271 ; 
e.presses intention of challenging a third time for 
the cup, 273 ; how appearance of as a challenger 
relieved the N. Y. Y. C, 287 ; reference to 
career of, 287 ; complaisance of, as a challenger, 
289 ; endeavors, unsuccessfully, to join the Royal 
Yacht Squadron, 290 ; mentioned, 296 ; ex- 
presses willingness to race for Lawson cup in 
Massachusetts Bay, 301 ; mentioned, 303, 304; 
does not race in Massachusetts Bay, 320, 321 ; 
mentioned, 363, 365, 366, 368, 369 ; as owner 
of Shamrock I. and Shamrock II., named in 
record of America's cup races, 373 ; see also list 
of illustrations. 

Livonia, schooner, second challenger for the 
America's cup, is built at Cowes, 59 ; descrip- 
tion of, 59 ; area of sails of, 59 ; is named for 
province in Russia, 59 ; arrives in New York, 
62 ; masts of, are reduced to cross Atlantic, 63 ; 
four vessels are reserved to sail against, 66 ; is 
defeated by Columbia, schooner, Oct. l6th, 1871, 
66 ; is defeated by Columbia Oct. i8th, 1871, 
66 ; method of, in rounding mark in cup race 
of Oct. 18th, 1 871, 67, 68 ; wins from Colum- 
bia in race of Oct. 19th, 1871, 72; is defeated 
by Sappho, Oct. 21st, 1871, 72, 73 ; is de- 
feated by Sappho in final cup race of 1 871 
series, 73 ; is defeated by Dauntless in private 
match, 73 ; is at Havre regatta, 74 ; mentioned, 
76, 173 ; fast time in race of, Oct. i8th, 1871, 
mentioned, 237, 268 ; record of, in America's 
cup races, 372 ; see also list of illustrations. 

Long, Hon. John D., Independence is docked 
through courtesy of, 325. 

Luce, Stephen B., Rear-Admiral U. S. N., is 
on list of honorary members N. Y. Y. C, 
1901, 285. 



INDEX 



Lonsdale, Lord, as part owner of Valkyrie III., 

mentioned, i6i. 
Lyons, JVIartin, Sandy Hook pilot, mentioned, 

50. 

Madeleine, schooner, is in America's cup race, 
1870, 53 ; is in race for schooners off Newport, 
57 ; wins Stuyvesant cup off Sandy Hook, 57 ; 
is selected to sail against Countess of Dufferin, in 
cup races, 1876, 79; description of, 79, 80; 
defeats Countess of Dufferin, 80, 81 ; record of, 
in America's cup races, 37a ; wins Brenton 
Reef cup, 376; see also list of illustrations. 

Madge, cutter, is brought to America, 95 ; de- 
scription of, 95 J races won by, 95 j mentioned, 

137, 138- 

Magic, schooner, is in America's cup race, 1870, 
53 ; is in race for schooners off Newport, 57 ; 
wins America's cup race of 1870, 53—55 ; de- 
scription of, 56 ; defeats Cambria off Newport, 
56 j is offered to sail a cup race against Livonia 
Oct 19th, 1871, 71 ; record of, in America's 
cup races, 372 ; see also list of illustrations. 

Mahan, Capt. Alfred T., naval expert, joins 
N. Y. Y. C. committee of inquiry on Dunraven 
charges, 1 84 ; secures services of government 
expert in Dunraven hearing, 190; is on list of 
honorary members N. Y. Y. C., 1901, 285. 

Manning, revenue cutter, is flag-ship of patrol 
fleet at cup races, 1899, 106. 

Maria, sloop, outsails the America, 8 ; descrip- 
tion of, 8 ; see also list of illustrations. 

Marconi Wireless Telegraphy, system is first used 
in a cup match, 1899, 208. 

Marshall, Wilson, as owner of Atlantic, schooner, 
1901, mentioned, no. 

Maud, schooner, see Maria, 9. 

Maxwell, J. Rogers, as part owner of Atlantic, 
sloop, mentioned, 159. 

Mayflower, sloop, is designed for cup defence, 

107 ; description of, 107, 108 ; is not a success 
at first, 108 ; loses first three races to Puritan, 

108 ; is found fault with by public, 108 ; is 
knocked down off Marblehead, 109 ; wins the 
Goelet cup, 109 5 defeats Puritan, Priscilla and 
Atlantic in trial races, 1 10 5 is selected to defend 
the cup, no; career of, no; defeats Galatea 
in cup races, 111-114; is defeated by Volun- 
teer for the Goelet cup, 1 887, 1 17; is de- 
feated in trial races, 1887, by Volunteer, 119; 
mentioned, 1 24 ; challenge for, to sail against 
cutter Arrow, is made and withdrawn, 125 ; 
terms of races of, referred to by N. Y. Y. C, 
132; mentioned, 144, 152; mentioned, 335, 
363 ; record of, in America's cup races, 373 ; 
see also list of illustrations. 

McCalmont, Capt. Harry, as part owner of 

Valkyrie HL, mentioned, 161. 
McGif.han, p., boat-builder, mentioned, 78. 
McGildowny, H. M., serves on special committee 

of Royal Ulster Y. C, presenting challenge of 

Sir Thomas Lipton, 200 ; replaces Robert C. 

Ure as representative of Royal Ulster Y. C. on 

Columbia in cup races, 1901, 257. 
McKknzie, torpedo boat, is in patrol fleet at cup 

races, i 899, 206. 
McKinley, William, President of the United 

States, death of, leads to postponement of cup 

races five days, 255. 



McManus, J. H. & Son, furnish sails of Puritan, 
98. 

McVey, A. G. , yachting editor Boston Herald, 
secures an opinion from General Paine on ethics 
of cup defence, 294 ; reference to description 
by, of Independence's last race, 332 ; description 
by, of last race of Independence, 355-358 ; ar- 
ticle by, on General Paine's opinion on Mr. 
Lawson's rights in cup defence, 361, 362. 

Measurement, methods of, employed, past and 
present, by the N. Y. Y. C, 93 ; question of, is 
important in Defender- Valkyrie III. races, 164. 

Memphis, see America, 40. 

Merchant, T. Le, as owner of Aurora, cutter, 
mentioned in America's cup record, 372. 

Meteor, see Thistle, 173. 

Minerva, cutter, is imported, 1889, 137; effect 
of visit of, 137 ; mentioned, 157, aoo. 

Minton, Charles A., secretary N. Y. Y. C, 
serves on America's cup committee, 1871, 63 ; 
mentioned, 96. 

Mischief, sloop, is in trial races, 1881, 84; is 
selected to defend the cup, 85 ; allowance of, to 
Atalanta, 85 ; is second metal yacht in America, 
85 ; description of, 85 ; marks important point 
in American yacht building, 85 ; easily defeats 
Atalanta in cup races, 86-88 ; mentioned, 99, 
117 ; reference to cost of, 201 ; mentioned, 
335; record of, in America's cup races, 372; 
see also list of illustrations. 

Mohican, steam-yacht, brings the Thistle syndicate 
from Scotland, 118. 

Mona, cutter, is in Y. R. S. regatta, 23. 

Mont ant, Jules A., serves on America's cup 
committee, 1885, 93. 

Montauk, schooner, mentioned, 109. 

Morgan, E. D., as owner of Mayflower, men- 
tioned, 119; is part owner of Vigilant, 139 ; 
is owner of Gloriana, 137; is part owner of 
Defender, 156; serves on America's cup com- 
mittee, 1898-1899, 119; serves on America's 
cup committee 1900-1901, 217; buys C. 
Oliver Iselin's part in Columbia, and manages 
her, 224 ; replaced on cup committee by Archi- 
bald Rogers, 241 ; informs Indi .n Harbor Yacht 
Club he cannot start Columbia in special race 
against Independence, 329. 

Morgan Iron Works, mentioned, 351. 

Morgan, J. Pierpont, gives N. Y. Y. C. land 
for club-house site, 2 ; is part owner of Colonia, 
1893, 139; serves on N. Y. Y. C. committee 
of inquiry on Dunraven charges, 182 ; serves on 
America's cup committee, 1898— 1899, 199; is 
chief owner of Columbia, 201 ; resigns from cup 
committee, I 899, 204 ; serves on America's cup 
committee, 1901, 217; takes no |>art in cup 
committee's deliberations on selection of cup de- 
fender, 241 ; as part owner of Columbia, named 
in record of America's cup races, 373. 

Mosquito, cutter, defeats the America, 1852, 38 ; 
mentioned, 94. 

MuDHooK Yacht Club, accident to Valkyrie 11. 
at regatta of, 1 72. 

MuLHoi.LAND, JoHN, servcs on special committee 
of R. Y. S. on America's cup, 18X9, 133. 

MuMM, John, as builder of Volante, cutter, men- 
tioned, 94 ; as builder of Atlantic, sloop, men- 
tioned, 109. 

IVliJHiKL, first American cutter, description of, 95. 

93 J 



INDEX 



Narada, steam-yacht, mentioned, 356. 

Navahoe, cutter, first large yacht built by Herre- 
shoffs, description of, 138 ; is raced as a yawl, 
141 5 mentioned, 157, wins back the Brenton 
Reef cup from Britannia, 204 ; races as a yawl 
off Newport, 233; mentioned, 356; winning 
of Brenton Reef cup by, mentioned, 376 ; is 
sold to a German owner, 376 ; race of, against 
Britannia, for Cape May cup, mentioned, 377. 

Newport Yacht Racing Association, is re-organ- 
ized, 226 ; governors of, 226, 227 ; regatta 
committee of, 1 901, 227 ; influence of, in racing 
of 1 90 1, 227 ; first series special races for 90- 
footers under direction of, begins, 227—230 ; 
second series special races for 90-footers under 
direction of, 233-237 ; reference to races of, in 
1901, 244; reference to its standing in 1 901, 
306, 307 ; refuses to bar Independence and 
arranges extra races in which she may appear, 
321 ; correspondence of, with Thomas W. Law- 
son, 321—324 ; extends courtesies to Mr. Lawson, 
328 ; sportsmanship of, appreciated by Independ- 
ence's owner, officers and men, 328 ; men- 
tioned, 356. 

New York Yacht Club, history of, 2 ; first Corni- 
thian regatta of, mentioned, 8 ; accepts the 
America's cup in trust and invites competition, 
45 ; declines to sail an ocean race, 48 ; fails to 
arrange a match with Mr. Ashbury, 1869, 49 ; 
declines to depart from rules regarding centre- 
board vessels, 50 ; sends a fleet against the first 
challenger for the America's cup, 51 ; builds no 
vessel to meet Livonia, second challenger for the 
America's cup, 59 ; accepts George L. Schuyler's 
ruling against meeting challengers with a fleet, 
60; holds that Mr. Ashbury' s second challenge 
is from Royal Harwich Y. C, 61 ; names 
committee on America's cup, 1871, 63 ; a prin- 
ciple of sport is laid down by committee of, 63 ; 
ruling of, regarding sailing against more than one 
club, 63 ; resolves to meet Mr. Ashbury as rep- 
resentative of Royal Harwich Y. C. only, 63 ; 
ofl^ers Mr. Ashbury seven races, 64 ; refuses to 
sail against Mr. Ashbury as representative of 
Royal Albert Y. C, 65 ; America's cup com- 
mittee of, repeats proposal to Mr. Ashbury for seven 
races, 65 ; comment on sportsmanship of, by 
Sir George Leach, 65, 66 ; reserves four vessels 
to sail against Mr. Ashbury's challenger Livonia, 
66 ; club's regatta committee rules against Mr. 
Ashbury, 66—68 ; report of club's cup committee 
'^n race of Oct. i8th, 1871, 69, 70 ; makes no 
eply to Mr. Ashbury's claim to winning majority 
of 1 871 races, 74; is accused by Mr. Ashbury 
of" unsportsmanlike proceedings," 74; puts on 
table a letter from Mr. Ashbury, 74 ; returns 
cups offered by Mr. Ashbury, 74 ; considers Ash- 
bury pamphlet an attack, 74 ; protests to Royal 
Harwich Y. C. against language of Mr. Ashbury, 
75 ; lack of tact on part of, in dealings with Mr. 
Ashbury, 75 ; passes judgment on Mr. Ashbury as 
a gentleman, 75 ; is led to adopt less arbitrary 
attitude toward challengers, 76 ; agrees to name 
but one defender, 77 ; agrees to give first Cana- 
dian challenger. Countess of Dufferin, three races, 
77 ; names dates and courses, 77 5 declines to 
postpone races, 79 ; cruise of, 1876, begins, 79 ; 
names Madeleine to meet the Canadian chal- 
lenger, 79 ; races sailed under direction of, 

[ 394 ] 



against first Canadian challenger, 80-82 ; re- 
ceives second Canadian challenge for the Amer- 
ica's cup, 83 ; waives six months' notice, 83 ; 
cup committee of, asks advice of flag officers on 
naming a defender, 83 ; flag officers of, advise 
liberal interpretation of deed of gift, 83, 84; 
Pocahontas, first vessel built for cup defence, is 
ordered, by officers of, 84 ; club selects Mischief, 
sloop, to sail against Atalanta, second Canadian 
challenger, 85 ; club rules that a member not a 
naturalized citizen may defend the America's cup, 
85 ; races under direction of, against Atalanta, 86, 
87 ; returns the America's cup to George L. 
Schuyler, and has it reconveyed, 1882, 90; 
sends draft of cup deed of 1882 to foreign clubs 
and invites competition under it, 92 ; receives 
challenges for Genesta and Galatea, 92 ; accepts 
Genesta challenge, 9 3 ; provisionally accepts Gal- 
atea challenge, 93 ; relations of, with owners of 
Genesta and Galatea harmonious, 94 ; appeals to 
American clubs to assist in cup defence, 1885, 
95, 96 ; employs for cup defence in Puritan a 
vessel flying the flag of a non-member, 98 ; 
enters Puritan in name of Gen. Paine, 98 ; 
cruise of, 1885, mentioned, 99 ; trial races under 
direction of, for defence of cup, 1885, 99, 100 ; 
cup races under direction of, 1885, 101-105; 
gives a reception to Sir Richard Sutton, and elects 
him to honorary membership, 105 ; definitely 
accepts Lieut. Henn's challenge, 107 ; cup de- 
fence sloops in club cruise of, 1886, 109; trial 
races under direction of, 1886, no ; club selects 
Mayflower to defend the cup, no; races for 
the cup, under direction of, 1886, 111-114; 
club regatta committee declines to grant Lieut. 
Henn's request for shorter course, 112 ; receives 
a challenge from the Royal Clyde Y. C. in 
behalf of Thistle, 116; statement of cup com- 
mittee of, regarding Thistle's excess of load water- 
line, 119; conference at club-house regarding 
same, 120; report of George L. Schuyler to cup 
committee of, in Thistle measurement case, 121 ; 
last race is sailed on inside course of, 1 22 ; races 
for cup under direction of, 1887, 123, 124; 
gives a reception to Messrs. Bell and Watson, 
1 24 ; receives notice from Charles Sweet of in- 
tention to challenge for the America's cup, 126 ; 
appoints a special committee to change the deed 
of gift, 126; declines to accept resignation and 
challenge of Charles Sweet, 126 ; orders copy of 
new deed sent to Royal Clyde Y. C, 126 ; re- 
ceives Royal Clyde Yacht Club's acknowledg- 
ment of receipt of copy of deed of gift, 127 ; 
personnel of committee to change deed of gift, 
128 ; as trustee for America's cup changes terms 
of its trust, 129 ; criticisms of committee on 
change, 129; motives for change, 129, 130; 
modifies the deed of gift by resolution, 132 ; re- 
ceives a challenge from Lord Dunraven to sail for 
the America's cup, and appoints a committee to 
act thereon, 132; is informed Royal Yacht 
Squadron cannot accept amended deed, 133; calls 
attention of Royal Yacht Squadron to possible in- 
terpretation of deed of gift, 133 ; accepts Lord 
Dunraven's challenge, 137; raises a fund for 
Edward Burgess, 138; four candidates for cup 
defence meet on 1893 cruise of, 140 ; trial races 
under direction of, 1893, 140-143; selects 
Vigilant to defend the cup, 143 ; conditions 



INDEX 



accorded Lord Dunravcn by, 145 ; agrees to 
a one-gun start, 145 j races for the cup under 
the direction of, 1893, 145-150 ; receives a 
third challenge from Lord Dunraven, 153 ; per- 
mits Lord Dunraven to come with fastest 
British yacht, 153 ; refuses to consider Lord 
Dunraven's request to race off Marblehead, 153 ; 
refuses to again employ one-gun start, 153 ; re- 
ceives notice from R. Y. S. that it accepts deed of 
gift only as construed by N. Y. Y. C, 155 j syn- 
dicate of club members orders Defender, as a cup- 
defence vessel, 1895, 156 ; yachts of cup class in 
1895 cruise of, 1 5 8 ; Defender and Vigilant meet 
under club's direction, 157— 161 ; regatta com- 
mittee of, decides against Vigilant on Mr. Wil- 
lard's protest of Defender, 1 59; conditions of, 
for races between Defender and Valkyrie IIL, 
163 ; is requested by Lord Dunraven to remea- 
sure and mark Defender and Valkyrie III., 164 ; 
appoints special committee to mark cup contest- 
ants at water-line, 165 ; races for the cup under 
the direction of, 1895, 165-168 ; regatta and 
cup committees of, learn of charge of fraud by 
Lord Dunraven, 166 ; members of regatta com- 
mittee of, in 1895, 166; is represented by 
Latham A. Fish on Valkyrie III., i66 ; is 
represented by J. R. Busk on Valkyrie III., 167 j 
regatta committee of, rules in favor of Defender 
on protest lodged against Valkyrie III. for foul- 
ing, 169; cup committee of, declines to order 
protested race re-sailed, 1 70 ; club is criticised, 
1 70 ; receives notice from Lord Dunraven that he 
contemplates withdrawing from races, 170, 171 ; 
sends special committee to reason with Lord Dun- 
raven, 17a; references to club's regatta com- 
mittee, in Lord Dunraven's report to the Royal 
Yacht Squadron, 173— 176; club's committee 
on America's cup replies to complaints of Lord 
Dunraven, 176; receives a challenge to sail 
for the America's cup in the name of Charles 
Day Rose, which is withdrawn, 177; club's 
committee on America's cup reports on 1895 
races, 1 79 ; club is addressed by C. Oliver Iselin 
on Dunraven's charges, 181, 182 ; club appoints a 
committee of inquiry on Dunraven's charges, 
182; club's committee of inquiry addresses the 
R. Y. S., 182; assumptions of Lord Dunraven 
distasteful to, 184; America's cup committee of, 
denies charges of Lord Dunraven, 185, 186 ; in- 
quiry by, into Dunraven's charges begins, 187; 
report to, of committee of inquiry on Dunraven 
charges, 193, 1 94; committee of inquiry of, re- 
plies to a statement of Lord Dunraven, 195 ; 
resolution in, is offered requesting Lord Dunra- 
ven's resignation, 195; is withdrawn, 196; 
resolution expelling Lord Dunraven is passed with 
enthusiasm, 196, 197 ; a challenge to sail for 
the America's cup is received from Sir Thomas 
Lipton, 198, 199 ; club appoints a committee to 
act on the Lipton challenge, 199 ; bases condi- 
tions for match on those accorded Charles Day 
Rose, 200 ; cordial relations of, with Royal Ulster 
Yacht Clulj committee, 201 ; two members of, 
have Columbia built for cup defence, 201, 
202 ; permission is granted by, to Sir Thomas 
Lipton to tow Shamrock I. on voyage across the 
Atlantic, 204; selects Columbia to defend the 
cup, 204 ; members secure law for keeping clear 
courses in cup matches, 205 j races under direc- 



[ 395 ] 



tion of, for the America's cup, 1899, 207-214 ; 
receives second challenge of Sir Thomas Lipton, 
216 J accepts same, 217; America's cup com- 
mittee of, grants request of Sir Thomas Lipton for 
change of time of starts, 217 j denies request of 
Sir Thomas Lipton for one-gun start, 218 ; club 
selects Columbia to defend the cup, 240, 241 ; 
changes in America's cup committee of, 1901, 
241 j club grants one month's postponement of 
races to Sir Thomas Lipton, 248 ; agrees to 
postponement of races five days on account of 
death of President McKinley, 255 5 races under 
direction of, for the America's cup, 1901, 258- 
271 ; club declines to accept a challenge for 
Shamrock II., for races in 1902, 271 j is criti- 
cised, 271—273 ; reference of challenge to, by 
Charles Sweet, 278 ; method of, in changing 
the deed of gift in 1887 described, 278 j modifi- 
cation of 1887 deed of gift by, mentioned, 279 j 
gentlemen's agreement between British club's 
ostracizing the, 279 ; is dominated by a clique, 
which seeks to offset loss of prestige by securing 
new challenges, 280 ; how siege was laid to the, 
by mushroom aristocracy, 284; effect of mem- 
bership of same on the, 284, 285 ; ruling of, 
that only members can defend the America's cup, 
mentioned, 285 ; analysis of membership of, in 
1901, 285-287; ostracism of, by British clubs, 
mentioned, 288 ; makes much of Sir Thomas 
Lipton as a challenger, 288; labors in 1900 to 
secure a challenger other than Sir Thomas Lipton, 
290 ; rivalry in cup defence within the club is 
suppressed, 291 ; mentioned, 293, 294, 296, 
297 ; committee from, calls on Thomas W. 
Lawson regarding his cup-defence vessel In- 
dependence, 298 ; committee of, intimates to 
Thomas W. Lawson that he may have a cup- 
defence vessel left on his hands, 298 ; men- 
tioned, 299, 300, 301, 302, 303 ; criticisms 
of, in the press, for attitude toward Mr. Law- 
son, 303, 305, 306 ; again sends a commit- 
tee to Mr. Lawson, 307 ; correspondence of, 
with Thomas W. Lawson, regarding Indepen- 
dence, 307—313 ; analysis of correspondence of, 
with Thomas W. Lawson, 3 1 3-3 1 5 j agree- 
ment of, not to publish correspondence, violated, 
315, 317; review of attitude of, by Thomas W. 
Lawson, 315-317; course of, in Independence 
episode condemned by the press of two conti- 
nents, 320 ; rules of, employed in Newport 
Y. R. A. races of 1901, 323 ; reference to 
barring of Independence by, 356; acts of, in 
changing deed of gift, declared to be illegal by 
Mr. Stinson Jarvis, 362 ; press comment on 
barring of Independence by, 363-369; is given 
Brenton Reef and Cape May challenge cups, 
376 ; for sketch of club-house and courses of, 
see list of illustrations. (See also " The America's 
Cup.") 

Northern Light, schooner, mentioned, 20. 

NouRMAHAL, stcam-yacht, mentioned, 356, 357. 

O'Brien, Hugh, mayor of Boston, presides at 
reception tendered Messrs. Paine and Burgess, 
1887, 125. 

Ocean Racks, between Henrietta, Fleetwing and 
Vesta, 46 ; N. Y. Y. C. declines Mr. Ashbury's 
invitation to sail, 148 ; Cambria defeats Daunt- 
less, 1870, 50. 



INDEX 



Oddie, J. V. S., secretary N. Y. Y. C, refer- 
ence to death of, a ; serves on America's cup 
committee N. Y. Y. C, 1900-1901, 217. 

Oelrichs, Herman, as rear commodore N. Y. Y. 
C, advises liberal interpretation of deed of gift, 
84 ; is part owner of Pocahontas, 84. 

Onondaga, revenue cutter, is in patrol fleet at cup 
races, 1 899, 2o5. 

OsBON, B. F., editor of The Nautical Gazette, 
mentioned, 71. 

Osborne House, America anchored opposite, 32 ; 
see also list of illustrations. 

Osgood, Franklin, is owner of Columbia, schooner, 
66 ; receives instructions from committee in race 
of Oct. i8th, 1871, 67; as owner of Magic 
and Columbia, named in record of America's cup 
races, 372. 

Ottawa, gunboat, finds the America sunk, 40. 



Pacific, early Atlantic liner, mentioned, 12. 

Paget, Lord Alfred, visits the America, 17; 
biographica] sketch of, 32. 

Paine, Gen. Charles J., is managing owner of 
Puritan, 96 ; biographical sketch of, 96 ; orders 
Mayflower as a cup-defence vessel, 107 ; orders 
Volunteer as a cup-defence vessel, 1 1 6 j selects 
" Hank " Haffto sail Volunteer, 117; is in con- 
ference regarding Thistle's excess of water-line, 
1 20 ; reception to, ( with Mr. Burgess ) , by 
city of Boston, 1 24 ; challenges Mr. Tanker- 
ville Chamberlayne to sail Mayflower against 
Arrow, 125 ; withdraws challenge, 125; testi- 
monial volume to (with Mr. Burgess), 125 ; 
serves on committee to change deed of gift, 128 ; 
builds Jubilee, 139; manages Jubilee in her 
races, 140 ; sails Jubilee under difficulties in 
third trial race, 142 ; makes no claim to 
popularity, 144; serves on America's cup com- 
mittee, 1895, 153; retirement of, from yacht- 
ing, 1 60 ; declines to serve on the America's 
cup committee, 1 898-1 899, 199; expresses 
opinion that a vessel need not belong to N. Y. 
Y. C. to defend the cup, 294; places Jubilee at 
disposal of Mr. Lawson as a trial vessel for In- 
dependence, 324; mentioned, 349; article em- 
bodying opinion of, on cup defence, 361, 362; 
opinion of, on cup defence quoted, 364—367; as 
owner of Mayflower, named in record of Amer- 
ica's cup races, 373. 

Paine, John B., designs Jubilee, cutter, 139. 

Palmer, schooner, wins over Cambria off New- 
port, 57 ; is reserved with three other vessels for 
cup defence, 1871, 66; description of, 66; is 
not in condition to race Oct. 19th, 1871, 71 ; is 
defeated for Cape May cup by Dreadnaught, 377; 
see also list of illustrations. 

Park City, steamer, tender to Columbia, men- 
tioned, 358. 

Parker, Arthur, is on Independence on trip 
around Cape Cod, 325. 

Payne, Oliver H., as part owner of Constitution, 
mentioned, 223. 

Pearl, cutter, is first of that rig, 34 ; see also list 
of illustrations. 

Penokee, barge (formerly schooner) tender to In- 
dependence, mentioned, 348. 

Perry, Matthew C, Commodore U. S. N., 
attends dinner to John C. Stevens and asso- 
ciates, 26. 



Petrel, cutter, description of, 94. 

Phantom, schooner, is in America's cup race, 
1870, 53-55 ; is in race for schooners off New- 
port, 57 ; wins citizens' cup, Newport, 57. 

Phelps, Edward J., joins N. Y. Y. C. com- 
mittee of inquiry on Lord Dunraven's charges, 
184 ; is chairman of committee, 187. 

PiEPGRAS, Henry, as builder of Bedouin, Muriel 
and Yolande, cutters, mentioned, 95. 

Pigeon, H. & Sons, furnish spars of Puritan, 98; 
mentioned, 349. 

Pilgrim, fin-keel cutter, is designed as a cup- 
defence vessel, 140 ; owners of, 140 ; descrip- 
tion of, 1 40 ; sailing-master of, 1 40 ; meets 
with accident on day of first trial race, 140 ; 
is third in second trial race, 141, 142; racing 
length of, 142 ; shows freakishness in steering 
in third trial race, 142 ; is third in third trial 
race, 142 ; proves unreliable, 143 ; is converted 
into a steam-yacht, 143; see also list of illustra- 
tions. 

Pocahontas, sloop, is first vessel built for cup de- 
fence, 84 ; description of, 84 ; proves a failure, 
84 ; career of, 84 ; see also list of illustrations. 

PoiLLON, C. & R., as builders of Sappho, men- 
tioned, 46. 

Porter, torpedo-boat, is in patrol fleet at cup 
races, 1899, 206. 

Porter, W. T., editor The Spirit of the Times, 
anecdote by, of Commodore Stevens, 1 1 . 

Prince, Frederick O., ex-mayor of Boston men- 
tioned, 125. 

Priscilla, sloop, is built as a cup-defence vessel, 
99 ; description of, 99 ; is in N. Y. Y. C. cruise, 
1885, 99; is in trial races, 99, 100; is fast in 
light weather, 99 ; is defeated by Puritan for 
Goelet cup, 99 ; is defeated by Mayflower for 
Goelet cup, 1886, 109; is changed to a 
schooner, no; is defeated by Volunteer for the 
Goelet cup, 1887, 117; race of with Puritan 
Aug. 3d, 1 38 5, mentioned, 355 ; see also list 
illustrations. 

Puritan, sloop, is ordered as a cup-defence vessel, 
1885, 96; owners of, 96; is a radical depart- 
ure from the old-time sloop, 97 ; is launched at 
South Boston, 97 ; description of, 97 ; is an 
Eastern Y. C. vessel, 98 ; flies the flag of 
Edward Burgess, 98 ; not on N. Y. Y. C. list 
as a club vessel, 98 ; maiden trip of, 98 ; wins 

■ in her first race, 98 ; wins the Goelet cup, 1885, 
99 ; defeats Priscilla, Bedouin and Gracie in 
trial races, 1885, 99, 100; leads Genesta at 
their first meeting, loi ; fouls Genesta, loi ; 
owners of, offer to pay for repairs to Genesta, 
102; meets Genesta a third and fourth time 
without results, 102 ; defeats Genesta in final 
cup race, 104, 105 ; mentioned, 107 ; defeats 
Mayflower in latter's first three races, 108 ; is 
defeated by Mayflower for Goelet cup, 1886, 
109; is changed to a schooner, no; is de- 
feated by Volunteer for the Goelet cup, 1887, 
117; mentioned, 124; terms of races of, re- 
ferred to by N. Y. Y. C, 132; mentioned, 
137, 144; final race of, against Genesta, men- 
tioned, 148; mentioned, 152; race of, against 
Priscilla Aug. 3d, 1885, mentioned, 355 ; men- 
tioned, 363 ; record of, in America's cup races, 
372; see also list of illustrations. 

Pusey & Jones Shipbuilding Company, as build- 

[ 396] 



INDEX 



ers of Volunteer, mentioned, 
of Pilgrim, mentioned, 140. 
Putnam, Tarrant, treasurer N. 
tioned, 2. 



116: as builder 



Y. y. c. 



Qoeen's Cups, how long offered, 18 j course 
sailed for, 18 ; cup of 1 851 not competed for 
by the America, 345 America beaten for, 1852, 
3g j 1851 cup of R. Y. S., put up as a chal- 
lenge trophy, 125 5 proposed match for, falls 
through, 125. 

guisETTA, schooner, mentioned, 356. 

Races, for America's cup, and trial, see " Ameri- 
ca's Cup" and "New York Yacht Club " j 
see also Ocean races. 

Rambler, schooner, is in America's cup race, 
1870, 53 ; wins Brenton Reef cup, 376 ; is de- 
feated for Cape May cup by Idler, 377. 

Ratsey, Michael, as builder of Livonia, rnen- 
tioned, 59. 

Red Star Towing & Wrecking Co., men- 
tioned, 351. 

Rhodes, Caft. Urias, mentioned, 159; is sail- 
ing-master of Defender, 1899, 202; is sailing- 
master of Constitution, 223 ; shows lack of spirit 
in handling Constitution, 241, 242; criticisms 
of, 242, 243. 

Richards George H., serves on a committee in 
Hull-Massachusetts Y. C. to arrange races for 
Lawson prizes, 300. 

Rives, George L., serves on N. Y. Y. C. com- 
mittee of inquiry on Lord Dunraven's charges, 
182 ; is a governor of Newport Y. R. A. 1901, 
226. 

Rives, William C, minister to France, is doubt- 
ful of America's success, 14. 

Roberts, Capt. W. H., commands cutter Man- 
ning in patrol fleet at cup races, 1899, 206. 

Robinson, C. L. F., as rear commodore N. Y. 
Y. C, mentioned, 2 ; serves on America's cup 
committee, 1900-1901, 217. 

Rogers, Archibald, as owner of Bedouin, cutter, 
mentioned, 99 ; serves on America's cup com- 
mittee, 1889, 132; is part owner of Colonia, 
'^93) '39; serves on special committee to 
mark cup contestants at water-line, 1895, 165 ; 
replaces E. D. Morgan on America's cup com- 
mittee, 1 901, 241. 

Rogers, James, is an original member of N. Y. 
Y. C, 2. 

Rollins, George E., is an original member of the 
N. Y. Y. C, 2. 

Root, Elihu, is on list of honorary members, N. Y. 
Y. C, in 1901, 286. 

Rose, Charles Day, challenges to sail for the 
America's cup, 177; conditions accorded, 177; 
withdraws challenge, 177, 178; comment on 
action of, 178; builds Distant Shore, cutter, in 
1899, and sells her in 1901, 178; is not a 
yachtsman, 178 ; reference to conditions ac- 
corded, 200. 

Royal Albert Yacht Club, is named by Mr. 
Ashbury, as one of his sponsors, 61 ; Mr. 
Ashbury wishes to sail for, 64 ; Mr. Ashbury 
proposes to sail seven races for, 65. 

Royal Canadian Yacht Club, challenges in 
name of Countess of DufTerin to sail for America's 
cup, 76 ; loses records by fire, 88. 



Royal Clyde Yacht Club, names of members of, 
in Thistle syndicate, 115; challenges for the 
America's cup, 116; request of, for five races, 
not granted, 116 ; members of, owning Thistle 
proceed to New York, 118; sends notice of 
challenge for the America's cup in behalf of 
Charles Sweet, but withdraws same, 127 ; chal- 
lenge of Charles Sweet in name of, mentioned, 
278 ; flag officers of, are honorary members of 
N. Y. Y. C, 285. 

Royal Harwich Yacht Club, challenge of 
James Ashbury to sail for the America's cup, is 
accepted in name of, 61 ; resolution of N. Y. 
Y. C. to meet Mr. Ashbury as representative 
of, 63 ; N. Y. Y. C. insists Mr. Ashbury is 
representative of, 65 ; harmonious relations of, 
with N. Y. Y. C, mentioned, 70 j protest to, 
of N. Y. Y. C, against language of Mr. 
Ashbury, 75 ; flag officers of, are honorary 
members of N. Y. Y. C, 285. 

Royal London Yacht Club, is named by Mr. 
Ashbury as one of his sponsors, 61 ; requests 
interpretation of the deed of gift, 1887, 1325 
flag officers of, are honorary members of N. Y. 
Y. C, 285. 

Royal Mersey Yacht Club, is named by Mr. 
Ashbury as one of his sponsors, 6 1 . 

Royal Thames Yacht Club, Cambria is the 
representative of, 48-52 ; is named by Mr. 
Ashbury as one of his sponsors, 61. 

Royal Ulster Yacht Club, gives notice of a 
challenge for the America's cup in behalf of Sir 
Thomas Lipton, 198 j special committee of, 
presents challenge, 200 ; second challenge of, in 
name of Sir Thomas Lipton, to sail for the 
America's cup, 216 ; suggests postponement of 
cup races on account of death of President 
McKinley, 255 ; signs agreement to sail races 
daily, 264 j is informed that no challenge for 
1902 in name of Shamrock IL will be ac- 
cepted, 271 ; action of, in backing Sir Thomas 
Lipton, mentioned, 288 ; mentioned, 307, 310. 

Royal Victoria Yacht Club, is named by Mr. 
Ashbury as one of his sponsors, 61 ; challenge 
from, in name of Charles Day Rose, to sail for 
the America's cup, is made and withdrawn, 
1775 reference to conditions accorded Charles 
Day Rose under challenge of, 250. 

Royal Western Yacht Club of England, is 
named by Mr. Ashbury as one of his sponsors, 
61. 

Royal Western Yacht Club of Ireland, is 
named by Mr. Ashbury as one of his sponsors, 
61. 

Royal Yacht ScyjADRON, extends hospitality to 
the America's owners, 9; history of, 17, 18; 
the regatta of, August 22d, 1851, 23-26; re- 
gatta of, course, 24 ; America's owners elected 
honorary members of, 30 ; courses for regatta of, 
mentioned, 70; Queen's cup of, 1851, men- 
tioned, 125 ; challenge sent through, by Lord 
Dunraven, 132; refuses to accept terms of the 
deed of gift, 133; refuses to confirm challenge 
of Lord Dunraven, 133; a second Dunraven 
challenge is sent through, 136; a third Dun- 
raven challenge is sent through, 154; agrees 
conditionally to accept custody of cup if won, 
'55; •■'^po>'t of Lord Dunraven to, on cup 
r,aces, 1895, 173-176; refuses to take action 



[ 397 ] 



INDEX 



on Lord Dunraven's charges, 183, 184; for 
sketch of club-house see list of illustrations. 
Royal Yorkshire Yacht Club, is named by Mr. 
Ashbury as one of his sponsors, 61. 



Sailplans, for American and English, for schoon- 
ers, contrasted, and of Independence and Puritan, 
see list of illustrations. 

Sampson, William T., Admiral U. S. N., Inde- 
pendence is docked through courtesy of, 325. 

Samuels, Samuel, blue-water skipper, mentioned, 

5°- 

Sands, Fred P., is a governor of Newport Y. R. 
A., 1901, 227. 

Sappho, schooner, description of, 46 ; goes to Eng- 
land and is defeated, 46, 47 ; is "hipped," and 
defeats Cambria, 50 ; defeats Cambria off Sandy 
Hook, 57 ; loses topmast in race for schooners 
off Newport, 57 ; is reserved with three other 
vessels for cup defence, 18 71, 66 j is not ready 
for race of Oct. 19th, 1871, 71 ; defeats Li- 
vonia, Oct. 2ist, 1871, 72, 73} defeats Li- 
vonia in final race of 1 871 series, 73 ; career of, 
73 ; is at Havre regatta, 74 ; record of in 
America's cup races, 372; see also list of illus- 
trations. 

Savage, Rev. MinotJ., mentioned, 125. 

Satanita, cutter, runs down and sinks Valky- 
rie II. in the Clyde, 172. 

ScHERMERHORN, F. AUGUSTUS, 3,3 part owner of 
Colonia, 1893, mentioned, 139. 

Schuyler, George L., is a sponsor for N. Y. Y. 
C, 2 j becomes interested, with John C. Stevens, 
in proposal to build a fast schooner yacht, 4 j 
is a part owner of the America, 6 5 is active 
representative of the America's owners in the 
business of building the vessel, 6 ; correspondence 
of, with William H. Brown, Ijuilder, 6-8 ; is 
unable to accompany the America abroad, 12 ; 
suggests that the America's cup be made an in- 
ternational trophy, 45 ; with associates conveys 
the cup to the New York Yacht Club under a 
trust deed of gift, 45 ; interprets deed of gift, 60 ; 
revises deed of gift, 90 ; sets forth that the Amer- 
ica's cup is trophy of the nation, 92 ; is sug- 
gested as referee under challenges for Genesta an- 
Galatea, 93 j serves on America's cup committee 
of 1885, 93 ; is referee in question of Thistle's 
right to race, 119; is in conference regarding 
Thistle's excess of load water-line, 1205 report 
of, as referee in Thistle measurement case, 121 j 
re-conveys the America's cup to the N. Y. Y. 
C, 1887, 128, 129; biographical sketch of, 
130; reconveyance by, of America's cup, men- 
tioned, 362 ; mentioned, 367 ; see also list of 
illustrations. 

Schuyler, Philip, son of George L. Schuyler, 
mentioned, 45 ; serves on America's cup com- 
mittee, 1871, 63 ; serves on America's cup com- 
mittee, 1885, 93 ; serves on America's cup 
committee, 1887, 119; serves on committee to 
change' the deed of gift, 128 ; serves on Amer- 
ica's cup committee, 1889, 132; serves on 
America's cup committee, 1895, 153. 

Schuyler, Roosevelt, as owner of Yolande, cut- 
ter, mentioned, 95, 102. 

Sears, David, early Boston member of N. Y. Y. 
C, mentioned, 2. 



[ 398 ] 



Sears, J. Montgomery, as a part owner of Puri- 
tan, mentioned, 96. 

Seawanhaka-Corinthian Yacht Club, speech 
of James R. Steers at, on the America, 28 ; 
mentioned, 93 ; races of, for 90-footers, 1 901, 
239. 

Shadow, sloop, wins from cutter Madge, 95 ; 
mentioned, 98, 138. 

Shamrock (I.), cutter, is named in challenge of 
Sir Thomas Lipton, 200 ; is built on the Thames, 

203 ; dimensions of, 203 ; features in design of, 
203, 204 ; launch of, 204 ; reports on speed of, 

204 ; is brought across Atlantic in tow, 204 ; is 
given trials off Sandy Hook, 204 ; official meas- 
urements of, for match with Columbia, 206 ; 
allowance of, from Columbia, 207 ; belief she is 
equal of Columbia in light weather dispelled, 207 ; 
fails to make a race with Columbia on seven 
consecutive race days, 207-209 ; is defeated 
by Columbia in first race for cup, 1899, 209; 
is disabled in second race for cup and withdraws, 
210 ; accident to, shows rig to be too light, 2105 
is given more ballast, 210 ; is defeated by Co- 
lumbia in last race for cup, 211-214 ; returns to 
England, 214 5 match of, with Columbia, men- 
tioned, 288, 289 ; mentioned, 330, 365 ; record 
of, in America's cup races, 373 ; see also list of 
illustrations. 

Shamrock II., is named in Sir Thomas Lipton's 
second challenge, 217; is launched at Dumbar- 
ton, 246 ; is tried in The Solent, 246 ; is dis- 
masted with King Edward VII. on board, 247 ; 
cause of dismasting of, 248 ; is not considered 
fast enough to take the cup, 249 ; shows im- 
proved form after refitting, 249 ; is towed across 
the Atlantic, 250 ; is docked at Erie Basin, 250 ; 
American comment on, 250, 251 ; is compared 
with other yachts, 251 j tank tests on model 
of, described, 251—253 ; construction and di- 
mensions of, 254 ; is caught in a squall, 254 ; is 
docked a second time at Erie Basin, 255 ; paint 
on hull of, is removed to reduce friction, 256 ; 
official measurements of, 256 j is outsailed by 
Columbia in unfinished race at their first meeting, 
257—259 ; is defeated by Columbia in their first 
race for the America's" cup, 260-263; third 
meeting of, and Columbia, results in no race, 
263 5 is defeated by Columbia in second race for 
the America's cup, 264-267 ; average speed 
of, per mile in second cup race, 267 ; loses final 
cup race by 41 seconds time allowance, 268— 
271 ; London press comments on failure of, 268 ; 
is laid up at Erie Basin, 271 ; is offered as 
challenger for a second series of races, 271 ; 
mentioned, 291, 301, 307, 309, 311, 330; 
"fake" bets on, 331, 332; mentioned, 363, 
364, 365, 366, 367, 368, 369 ; record of, in 
America's cup races, 373 ; see also list of 
illustrations. 

Sharman-Crawford, R. G., vice-commodore of 
Royal Ulster Y. C, serves on special committee 
presenting challenge of Sir Thomas Lipton, 200. 

Shaw, John O., Jr., as owner of Puritan, 1901, 
mentioned, no. 

Sherlock, Capt. Edward, is sailing-master of Pil- 
grim, 140. 

SiLviE, schooner, is in America's cup race, 1870, 

53-55- 
Sloops, " skimming-dish " type of, not good rough- 



INDEX 



weather vessels, 94 ; combination of type with 
cutter, 94 ; difference in, and cutter, 95. 

Smith, A. Gary, as designer of Mischief, men- 
tioned, 85 j designs Vindex, first American 
metal yacht, 94 ; designs Priscilla, 99 j bio- 
graphical sketch of, 99. 

Smith, James D., as vice commodore N. Y. Y. 
C, advises liberal interpretation of deed of gift, 
84 ; is part owner of Pocahontas, 84 ; serves on 
America's cup committee, 1887, 119, 121 j 
serves on committee to change deed of gift, 
128; serves on America's cup committee, 1889, 
132; as chairman of America's cup committee, 
calls attention of R. Y. S. to " mutual con- 
sent " clause of deed of gift, 133; serves on 
America's cup committee, 1895, 153; signs 
agreement to conditions for Defender- Valkyrie 
III. races, 163. 

Spalding St. Lawrence Boat Co., mentioned, 

349- 

Spars, hollow wood, used on sloop Maria, 8 ; on 
Cambria (bored), 51 ; on Defender, 158 ; hollow 
steel, first used in cup contests on Defender and 
Valkyrie III., 160, 162. 

Spears, John R., reference to description by, of 
Independence's last race, 332 ; description by, 
of Independence's last race, 359, 360. 

Sports, aristocracy of, in America, 281, 282. 

Starts, fi-om anchor, 23, 39, 53 ; in first race be- 
tween Madeleine and Countess of DuflFerin, 80 ; 
one-gun start : is employed in 1893 races, 145 ; 
arguments for and against, 1 5 3, 154; is em- 
ployed in races between Independence and Co- 
lumbia, 233. 

Stebbins, C. H., serves on America's cup com- 
mittee, 1885, 93. 

Stkel Spars, (See " Spars "). 

Steers, George, fast pilot-boats of, 2 j prominence 
of, as a designer in 1850, 2 5 biographical sketch 
of, 3; designs the America, 3, 4; sails on the 
America, 12 ; see also list of illustrations. 

Steers, Henry, sails on the America, 12; sails 
on Columbia, schooner, Oct. 19th, 1871, 71. 

Steers, Henry T., brother of George Steers, 
mentioned, 4. 

Steers, James R. , brother of George, mentioned, 
4; sails on the America, 12; keeps log of 
America, 12-14; excerpts from journal of, 19, 
20 ; excerpt from speech of, before Seawan- 
haka Yacht Club, on the America's winnings, 
28. 

Steers, J. R. & G., shipbuilding firm, mentioned, 

5- 

Steers, James W., is owner of America's log, 12. 

Steers, Philip, brother of George Steers, men- 
tioned, 4. 

Stella, cutter, is in R. Y. S. regatta, 23, 24. 

Stephens, W. P., description of Constitution by, 
220; criticism of deed of gift by, 271. 

Stephenson, Robert, matches Titania with the 
America, 21.' 

Stevens Brothers, are founders of the New York 
Yacht Club, 2, 3 ; cost of the sloop Maria to, 
9 ; standing of, 30. 

Stevens, Edwin A., is one of the sponsors for the 
N. Y. Y. C. , and its third commodore, 2; is 
part owner of the America, 6. 

Stevens, James, brother of John C. Stevens, men- 
tioned , 3 . 



[399] 



Stevens, Col. John, father of John C. Stevens, 
and inventor of the screw propeller, mentioned, 3. 

Stevens, John C, is founder and first commodore 
of the New York Yacht Club, 2,3; biographical 
sketch of, 3 ; offers a sailing prize which is won by 
George Steers, 4 ; is part owner of the America, 
6 ; delights to sail the sloop Maria, 9 ; courtesies 
extended to, as representative of America, by 
the Earl of Wilton, commodore R. Y. S., 9; 
letter of, to Earl of Wilton, 10; crosses the 
Atlantic to race the America, 12; excerpts from 
speech of, on the -America's reception in England, 
16; writes first challenge for the America, 1 8 ; 
writes second challenge for the America, 19; 
dinner to, Oct. 2d, 1851, 26; speech of, on 
courtesies received in England, 31 ; receives 
gueen Victoria on board the America, 32, 33 ; 
mentioned, 70 ; winning of America's cup by, 
mentioned, 363, 365, 366 ; as part owner of 
the America, mentioned in America's cup 
record, 372; see also list of illustrations. 

Stevens, Robert L., brother of John C. Stevens, 
mentioned, 3 ; designs Maria, sloop, 8. 

Stevens, Thomas H., commander U. S. N., 
waives right to prize money for the America, 40. 

Stewart, George, yacht designer, manages Pil- 
grim, 140. 

Stewart & Binney, designers of Pilgrim, men- 
tioned, 140. 

Stiletto, torpedo boat, is in patrol fleet at cup 
races, 1899, 206. 

Stillman, James, as owner of Muriel, cutter, 
mentioned, 95 ; is part owner of Constitution, 
223. 

Stone, Capt. Martin V. B., sailing-master of 
Mayflower, mentioned, 108. 

Sturgis, Frank K., is a governor of Newport 
Y. R. A., 1901, 227. 

Stuyvesant, Rutherford, offers a cup for Cam- 
bria, 57; is owner of Palmer, schooner, 66; 
serves on cup committee, 1889, 132. 

Sutton, Sir Richard, owner of Genesta, cutter, 
challenge in behalf of, received by the N. Y. Y. 
C, 92; mentioned, 114; refiises to accept a 
cup race on a foul, 102 ; broad sportsmanship of, 
105 ; is given a reception by N. Y. Y. C, 105 ; 
generous conduct of, referred to, 1 70 ; men- 
tioned, 171 ; as owner of Genesta, named in 
record of America's cup races, 372. 

Sverige, schooner, is built at Stockholm, 38 ; 
description of, 38 ; loses to the America, 38, 39 ; 
see also list of illustrations. 

Sweet, Charles, gives notice of intention to chal- 
lenge for the America's cup, 126 ; challenge of, 
is withdrawn by the Royal Clyde Y. C, 127; 
reference to challenge of, 278. 

Sycamore, Capt. Edward A., as assistant sailing- 
master of Valkyrie III., mentioned, 161 ; is at 
tiller of Valkyrie III. when Defender is fouled, 
167 ; steers Shamrock II. when dismasted, 247 ; 
is criticised for being caught in a squall, 255 ; 
sails Shamrock II. skilfully in cup races, 258- 
271. 
Syndicate, in the N. Y. Y. C, for the control 
of cup-racing, 284, 285. 

Tams, J. F., serves on America's cup committee, 
1881, 83; serves on America's cup committee, 
1885, 93; mentioned in connection with Piiri- 



INDEX 



tan-Genesta foul, 102; serves on America's cup 
committee, 1889, 13a; serves on America's 
cup committee, 1895, 153. 

Tarolinta, schooner, is in America's cup race, 
1870, 53; fouls Cambria, 55, 56. 

Taylor, Gen. Charles H., as part owner of 
Pilgrim, mentioned, 140. 

Taylor, Mary, pilot-boat, mentioned, 5 ; sails of, 
used on the America, II ; mentioned, 12. 

Templeton, Lord, buys the America, 39. 

Thames Towboat Co., mentioned, 351. 

Thayer, Bayard, as part owner of Pilgrim, men- 
tioned, 140. 

Thayer, E. V. R., serves on a committee in Hull- 
Massachusetts Y. C, to arrange races for Law- 
son prizes, 300. 

Tidal Wave, schooner, defeats the America, 42 ; 
is in America's cup race, 1870, 53; is in race 
for schooners off Newport, 5 7 ; wins Ashbury 
cup off Sandy Hook, 57 ; is in Brenton Reef cup 
race, 1876, 79 ; is defeated by Idler for Brenton 
Reef cup, 376. 

Thistle, cutter, is built to sail for the America's 
cup, 115; owners of, 115; launch of, 115; is 
expected to prove a dangerous opponent, 116; 
dimensions of, known to Volunteer's builders, 
116; makes a brilliant early record, 117; sails 
for America in command of Capt. John Barr, 
118; arrives at New York, 118; believed in 
Scotland able to "whip the Yankees," 118 ; is 
a smart vessel, 118; points of, in comparison 
with Volunteer, 118 j description of, 118, 119; 
is found to exceed water-line length specified in 
challenge, 119; a question is raised as to right 
of, to race, 119; incident of measurement of, is 
settled, 1 22 ; meets Volunteer for first time, 
122 ; is defeated by Volunteer in first cup race, 
123; is defeated in second cup race, 124; no 
pipes played on after defeat, 1 24 ; sails for Eng- 
land, 1 25 ; reasons for failure of, 1 25 ; terms of 
races with, referred to by N. Y. Y. C, 132; 
mentioned, 140 ; defect of, in windward work 
mentioned, 141; mentioned, 144; career of, 
as Meteor and Comet, 173 ; match of, with 
Volunteer, mentioned, 278 ; record of, in Ameri- 
ca's cup races, 373 ; see also list of illustrations. 

Thorneycroft, J. L & Co. , as builders of Sham- • 
rock L, mentioned, 203. 

TiTANiA, schooner, is defeated by the America, 
22; is in R. Y. S. regatta, 23, 24; men- 
tioned, 70 ; see also list of illustrations. 

TuscARORA, steam-yacht, mentioned, 356. 

Una, sloop, is designed by George Steers, 4 ; de- 
scription of, 4. 

Ure, Robert C, steers Satanita when that vessel 
sinks Valkyrie 11., 172 ; represents Royal Ulster 
Y. C. on board Columbia in first cup race, 1901, 
and is later replaced, 257. 

Valetta, the America in a storm off, 39. 
Valhalla, steam-yacht, takes Lord Dunraven 

back to England, 1895, 179. 
Valkyrie (L), cutter, is named in first challenge 

of Lord Dunraven for the America's cup, 132; 

dimensions of, 132. 
Valkyrie H., cutter, is named in Lord Dunraven's 

second challenge, 136; length of, 136; ar- 



[ 400 ] 



rives at New York, 144 ; believed by Americans 
to be very fast, 144 ; is compared with Vigilant, 
144; dimensions of, 144; meets Vigilant, but 
fails to make a race, 145, 146; is defeated by 
Vigilant in first race for cup, 1893, 146 ; is con- 
sidered abler in light weather than first cup race 
showed, 146 ; is defeated by Vigilant in second 
cup race, 146, 147 ; fourth meeting of, with 
Vigilant results in no race, 147 ; is defeated by 
Vigilant in final cup race after a hard contest, 
147-151 ; mishaps to, in final cup race, 148- 
1 50 ; statement of Lord Dunraven on races 
of, 151; is left at New York for the winter of 
1893—4, 153 ; composite construction of, men- 
tioned, 161 ; is run down by Satanita in the Clyde 
and sunk, 172; is raised by underwriters and 
broken up, 172; reference to sinking of, 173; 
fast time in final race of, with Vigilant, men- 
tioned, 237 ; record of, in America's cup races, 
373 ; see also list of illustrations. 
Valkyrie III., cutter, is named in third challenge 
of Lord Dunraven for the America's cup, 1 54 ; 
length of, 154 ; is first challenger to have greater 
beam than defending yacht, 157 ; fouling of Defen- 
der by, mentioned, 159 ; owners of, 161 ; descrip- 
tion and dimensions of, 1 6 1 ; found at first to be 
deficient in stability, 161; record of, in maiden 
races, 161 ; proves to be England's fastest yacht, 
161 5 leaves the Clyde for New York, 161 ; 
makes voyage under sail, 162 ; time for trials of, 
too brief, 162; steel mast used in, 162; descrip- 
tion of spars of, 162; is shown to be a formi- 
dable light-weather boat, 1 62 ; dimensions of, 
from oflicial measurements, 163 ; conditions for 
races of, against Defender, 163 ; is ablest boat 
sent after cup to her time, 165 ; meets Defender 
for first time, 165 ; is defeated by Defender in 
first cup race, 166 ; is remeasured with Defender, 
166; fouls Defender before start of second cup 
race, 167 ; defeats Defender after foul, but is dis- 
qualified, 168, 169; photograph of, fouling De- 
fender, as evidence on protest, 169 ; crosses line 
and withdraws in third cup race, 172, 173 ; ca- 
reer of, after cup races, 173 ; conditions of match 
of, with Defender, mentioned, 177; match of, 
with Defender, mentioned, 277 ; record of, in 
America's cup races, 373; see also list of illus- 
trations. 
Vanderbilt, Cornelius, as part owner of Vigilant, 

mentioned, 139. 
Vanderbilt, Frederick W., as part owner of 

Colonia, 1893, mentioned, 139. 
Vanderbilt, William K., as part owner of 
Colonia, 1893, mentioned, 139; as part owner 
of Defender, mentioned, 156; is a governor of 
Newport Y. R. A., 1901, 227. 
Van Deusen, J. B., as builder of Columbia, 

schooner, mentioned, 66. 
Vendenesse, is first yacht in which aluminum was 

freely used, 156. 
Vesta, schooner, is in ocean race, 46 ; is in race 
for schooners off Newport, 5 7 5 is defeated for 
Cape May cup by Idler, 377. 
Victoria, Queen of England, Queen's cups pre- 
sented by, 18; is at R. Y. S. regatta, 25; 
conversation of, with signal master, 29 ; visits 
the America, 32, 33 ; is greatly impressed by 
the America, 33. 
Victoria and Albert, royal yacht, passes the 



INDEX 



America in R. Y. S. regatta, 25,27 ; see also 
list of illustrations. 

Vigilant, cutter, is ordered from Herreshoff for 
cup defence, 1 3 8 ; owners of, 139; represents 
new type of cup-defence vessel, 139 ; description 
of, 139 ; launch of, 139 ; commander of, 1 39 ; 
meets with an accident, 140 ; shows sluggishness 
in stays, 141 ; career of, 141 ; beats Colonia in 
elapsed time in first trial race, which allowance 
makes a dead heat, 141 ; wins second trial race, 
141, 142; wins third trial race,l42; racing 
length of, 142 ; is sele9ted to defend the cup, 
143 ; is compared with Valkyrie II., 144; di- 
mensions of, 144 ; national faith in, is displayed, 
144; defeats Valkyrie II. in first race for cup, 
1893, 146; again meets Valkyrie II., but fails 
to make a race, 146 ; wins second cup race, 
146, 147 ; fourth meeting of, with Valky- 
rie II. results in no race, 147 ; defeats Valkyrie 
II. in final cup race after a hard contest, 147- 
151; accident to centre-board of, in final cup 
race, 148 ; is first of a vicious type of yacht, 
152; crosses the Atlantic, 152; racing season 
of, in England, mentioned, 157 ; is fitted out 
as a trial- vessel for Defender, 157; races of, 
against Defender productive of friction, 157, 
158 ; meets Defender, Volunteer and Jubilee 
on N. Y. Y. C. cruise, 158; leads in Goelet 
cup race after withdrawal of Defender, 158; pro- 
tests Defender in practice race, 158 ; is defeated 
by Defender in second trial race, 160 ; is defeated 
by Defender in third trial race, 1 6 1 ; is at regatta 
of Mudhook Y. C. when Valkyrie II. is sunk, 
1 72 ; as a yawl is defeated by Columbia, 224 ; 
races as a yawl off Newport, 233 ; fast time of, 
in final race against Valkyrie II., mentioned, 
237 ; mentioned, 241, 356 ; record of, in Amer- 
ica's cup races, 373 ; see also list of illustrations. 

ViNDEx, cutter, first American metal yacht, de- 
scription of, 94 ; mentioned, 99. 

VoLANTE, American cutter, description of, 94. 

VoLANTE, cutter, is in R. Y. S. regatta, 23-26. 

Volunteer, is built as a cup-defence vessel, 1887, 

11 6 ; description of, 116; characteristics of, 
compared with Puritan, Mayflower and Thistle, 
116; is sailed by Capt. "Hank" HafF, 117; 
proves a success from the first, 117; defeats 
Puritan and Mayflower, 117; wins Morgan, 
Boston Herald and Providence and Newport citi- 
zens' cups, 117; wins the Goelet cup, 1887, 

117 J defeats Mayflower in trial races, 119; is 
measured at Erie Basin, 119; defeats Thistle in 
cup races, 123, 124; career of, after cup races, 
124 ; terms of races of, referred to by N. Y. Y. 
C., 132J mentioned, 137, 139, 144, 152; 
is second in Goelet cup race, 1895, 158 ; meets 
Defender, Vigilant and Jubilee on N. Y. Y, C. 
cruise, 1895, 158 ; match of, with Thistle men- 
tioned, 278 ; reference to cost of, 295 ; men- 
tioned, 335, 363 ; record of, in America's cup 
races, 373 ; see also list of illustrations. 

Wabash, frigate, chases the America on Savannah 

blockade, 40; as a receiving ship, mentioned, 41. 
Walker, Cai-t. Thomas D., commands cutter 

Gresham in patrol fleet at cup races, 1899, 206 ; 

is in charge of government patrol fleet at cup 

races, 1901, 257. 
Wallace, William J., justice U. S. circuit court, 

^6 [ 40 



is on list of honorary members N. Y. Y. C. in 
1901, 285. 

Wallack, Lester, actor, sails on Columbia, 
schooner, Oct. 19th, 1871, 71. 

Waller, John R., as commodore N. Y. Y. C, 
advises liberal interpretation of deed of gift, 84 ; 
is part owner of Pocahontas, 84. 

Walters, Henry, as part owner of Constitution, 
mentioned, 223. 

Wanderer, schooner, defeats the America, 42 5 
is in Brenton Reef cup race, 1876, 79; is at 
line, cup race of August 12th, 1876, 81 j is de- 
feated by Idler for Brenton Reef cup, 376. 

Wasp, cutter, description of, 138; reference to, 

1397 157- 

Waterbury, James M., is an original member of 
N. Y. Y. C, 2 ; is owner of Una, sloop, 4. 

Watson, George L., yacht designer, remarks of, 
on the America's sails, 36 ; makes notes on 
American yachts, 115; designs Thistle, 1 1 5 j is 
in conference regarding Thistle's excess of water- 
line, 120 ; statement of, on Thistle's excess of 
water-line, 120 ; is given a reception, (with Mr. 
Bell), by N. Y. Y. C, 124 ; explains cause of 
Thistle's failure, 125 ; designs Valkyrie I., 132 ; 
designs Valkyrie II., 144 ; biographical sketch 
of, 144; designs Valkyrie III., 161 ; is on 
Valkyrie III. in cup races, 167 ; is on Valkyrie 
II. when she is run down in the Clyde, 1 72 ; 
designs Distant Shore, afterward Kariad, 178 ; 
designs Britannia, 203 ; designs Shamrock II., 
216 ; is onboard Shamrock II. when that vessel 
is dismasted, 247 ; statements concerning experi- 
ments of, with Shamrock II. model, 253 ; is 
compared with Herreshoff by Sir Thomas Lip- 
ton, 268. 

Wealth, democratic aristocracy of, in America, 
281-283. 

Webb, J. Beavor, challenges to sail for the 
America's cup, 92 ; requests that Genesta and 
Galatea race in the same season, 92 ; conditions 
requested by, under Genesta-Galatea challenges, 
93 ; steers Galatea in first cup race, 1886, ill. 

Webster, Daniel, remark of, on announcement 
of the America's victory, 29. 

Weld, George W., as owner of Hildegarde, 
schooner, mentioned, 324. 

Weld, William F., as part owner of Puritan, 
mentioned, 96. 

Wendur, yawl, takes Cape May cup on a sail-over, 
377; resigns same to Britannia, 377. 

Whitney, Harry P., is a governor of Newport 
Y. R. A., 1901, 227. 

Whitney, William C, serves on N. Y. Y. C. 
committee of inquiry on Lord Dunraven's charges, 
182. 

Widgeon, schooner, is in America's cup race, 1870, 

S3- 

Wildfire, cutter, joins racers in R. Y. S. regatta, 
25 ; outsails the America in running, 39. 

Wiley, Capt. Owen S., commands cutter Algon- 
quin, in patrol fleet at cup races, 1899, 206. 

WiLLARD, E. A., manages Vigilant for George J. 
Gould, in practice races against Defender, 157; 
protests Defender in practice race off Sandy Hook, 
11; 8; withdraws Vigilant from contests with 
Defender, 158; is informed regatta committee 
considers liim in wrong, 159 ; protest of, decided 
against Vigilant, 1 59. 

1] 



INDEX 



Wilkes, Hamilton, is an original member of 

N. Y. Y. C, 2 J is part owner of the America, 

6. 
Wilson, R. H., as maker of the America's racing 

sails, mentioned, 1 1 ; recuts Countess of Duf- 

ferin's sails, 79. 
Wilson & Silsby, sail-makers, mentioned, 349. 
Wilton, Earl of, commodore R. Y. S., letter of, 

to John C. Stevens, 9 ; replies to first challenge 

for the America, 18 ; sends stakes of the 

America-Titania race to winners, 32; mentioned, 

70. 
WiNANS, Ross, as owner of Arrow, sloop, men- 
tioned, 84. 
Winchester, Col. W. P., joins first N. Y. Y. C. 

cruise, 2. 
WiNDOM, revenue cutter, is in patrol fleet at cup 

races, 1899, 206. 
WiNSLOw, torpedo boat, is in patrol fleet at cup 

races, 1899, 206. 
WiNTHROP, Rutherford, is a governor Newport 

Y. R. A., 1901, 227. 
WoLVERTON, Lord, as part owner of Valkyrie III., 

mentioned, 161. 
Woodbury, J. McG., is fleet surgeon N. Y. Y. C, 

2 ; is named as representative of J. Beavor Webb, 

1885,93. 
WoRTHiNGTON, George H., as owner of Priscilla 

in 1901, mentioned, no. 



Wringe, Capt. Robert, is assistant sailing-master 

of Shamrock I., 204. 
Wyvern, schooner, is in R. Y. S. regatta, 23. 

Xarifa, is stake-boat for the America and Titania, 
22. 

Yacht Clubs, early American, 2; (See also 

names of clubs individually. ) 
Yacht Designing, American, revival of, following 

second Dunraven challenge, 3 7 j English, effect 

of the America on, 35-39. 
Yachting, American, vicious class in, 277-291. 
Yachtsmen, British, ostracize the N. Y. Y. C, 

279. 
Yacht Racing Association of England, requests 

interpretation of the deed of gift, 1887, 132. 
Yachts, English, models of, in 1851, 35. 
YoLANDE, second American cutter, description of, 

95- 
York, William, as secretary of Royal London 

Y. C, requests interpretation of deed of gift of 

1887, 131, 132. 
YoRKTOWN, City of, steamer, mentioned, 167. 
Young, Allen, serves on special committee of 

R. Y. S. on America's cup, 1889, 133. 

ZiEGLER, William, as one of syndicate building 
Atlantic, sloop, mentioned, 109. 



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